Department of Defence - NOISE AND FLIGHT PATH ......Q4 2010 Report TABLE OF CONTENTS PAGE Executive Summary v 1. INTRODUCTION 1 1.1 RAAF Base Darwin Noise and Flight Path Monitoring

Department of

Defence

RAAF BASE DARWIN

NOISE AND FLIGHT PATH MONITORING SYSTEM

Q1 2011 REPORT

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14 March 2012 RAAF Base Darwin – Noise and Flight Path Monitoring System Q1 2011 Report File name: DWN NFPMS Q1 2011 Report V2.1.doc

Disclaimer

This report contains a summary of data collected over the specified period and is intended to

convey the best information available from the NFPMS at the time. The system databases are

to some extent dependent upon external sources and errors may occur. All care is taken in

preparation of the report but its complete accuracy cannot be guaranteed. The Department of

Defence and the NFPMS project contractors do not accept any legal liability for any losses

arising from reliance upon data in this report which may be found to be inaccurate.

The NFPMS does not provide “Aircraft noise levels” as defined in AS2021-2000.

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RAAF Base Darwin – Noise and Flight Path Monitoring System 14 March 2012 File name: DWN NFPMS Q1 2011 Report V2.1.doc Q1 2011 Report

RAAF BASE DARWIN

Noise and Flight Path Monitoring System

Q1 2011 Report

Executive Summary

The Department of Defence has engaged Bruel & Kjaer EMS (Australia) Pty Ltd to install,

maintain and operate a noise and flight path monitoring system at RAAF Base Darwin, NT.

The objective of the RAAF Base Darwin Noise and Flight Path Monitoring System (DAR

NFPMS) project is to monitor and record flight information and the noise levels of aircraft

operations. The system provides detailed information on aircraft noise events and assists the

Department of Defence to communicate details of the flying activities to the community.

During the operational reporting period, 1 January – 31 March 2011, the DAR NFPMS

recorded a total of 21,542 aircraft movements; being 9,439 (43.8%) arrivals, 9,384 (43.6%)

departures and 2,719 (12.6%) circuit movements. Of the 21,542 recorded aircraft movements,

4 (0.0%) were by Military Fast Jets, 113 (0.5%) by Military Other Jets, 208 (1.0%) by Military

Propeller Aircraft, and 1 (0.0%) by Military Helicopters. 14,431 (67.0%) of the recorded

aircraft movements were by civil aircraft. Unidentified aircraft accounted for 6,785 (31.5%)

of the recorded aircraft movements.

Runway 29 was the dominant runway accounting for 14,956 (69.4%) of the recorded aircraft

movements.

The aircraft noise exposure levels vary from day to day. Annex C presents the range of noise

levels recorded at the community based NMTs.

During Quarter 1 2011 the logarithmic average of the 24 hour LAeq levels recorded were

44.2 dB(A) at the Berrimah Farm NMT, 40.5 dB(A) at Karama Primary School NMT,

41.7 dB(A) at Jingili Primary School NMT and 44.1 dB(A) at Ludmilla Primary School NMT.

Similarly the average N70 for all recorded aircraft at the four NMTs varied from 2.2 noise

events per day at the Berrimah Farm NMT to 3.1 noise events per day at the Karama Primary

School NMT, whilst for military operational days the average N70 was from 0.02 at Berrimah

Farm NMT for military aircraft.

Further information on aircraft noise is detailed in Chapter 3 – Aircraft Noise.

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RAAF Base Darwin

Noise and Flight Path Monitoring System

Q4 2010 Report

TABLE OF CONTENTS PAGE

Executive Summary v

1. INTRODUCTION 1

1.1 RAAF Base Darwin Noise and Flight Path Monitoring System 1

1.2 RAAF Base Darwin 1

1.3 The NFPMS Components 9

2. AIRCRAFT OPERATIONS 13

2.1 Aircraft Movements 13

2.2 Aircraft Flight Tracks 16

3. AIRCRAFT NOISE 118

3.1 Measurement of Aircraft Noise 118

3.2 Factors Affecting the Propagation of Aircraft Noise 123

3.3 Noise Environment at RAAF Base Darwin 125

ANNEXES

A. Glossary

B. Aircraft Movement Details

C. Community Exposure to Aircraft Noise

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LIST OF FIGURES PAGE

Figure 1 Regional Location Plan 3

Figure 2 Base Environs and Runway Layout 7

Figure 3 DAR NFPMS Components 9

Figure 4 A Community-Based NMT 10

Figure 5 Aircraft Movements by Category 14

Figure 6 Runway Usage 16

Figure 7 Track Density Plot – All Aircraft Movements 17

Figure 8 Civil Flight Tracks – All Aircraft 19

Figure 9 Military Flight Tracks – All Aircraft 21

Figure 10 Aircraft Flight Tracks – Military Jet Arrivals Runway 11 25

Figure 11 Aircraft Flight Tracks – Military Propeller Arrivals Runway 11 29

Figure 12 Aircraft Flight Tracks – Civil Jet Arrivals Runway 11 33

Figure 13 Aircraft Flight Tracks – Civil Propeller Arrivals Runway 11 37

Figure 14 Aircraft Flight Tracks – Military Jet Arrivals Runway 29 41

Figure 15 Aircraft Flight Tracks – Military Propeller Arrivals Runway 29 45

Figure 16 Aircraft Flight Tracks – Civil Jet Arrivals Runway 29 49


Figure 18 Aircraft Flight Tracks – Civil Propeller Arrivals Runways 18 57


Figure 20 Aircraft Flight Tracks – Military Jet Departures Runway 11 65

Figure 21 Aircraft Flight Tracks – Military Propeller Departures Runway 11 69

Figure 22 Aircraft Flight Tracks – Civil Jet Departures Runway 11 73

Figure 23 Aircraft Flight Tracks – Civil Propeller Departures Runway 11 77

Figure 24 Aircraft Flight Tracks – Military Jet Departures Runway 29 81

Figure 25 Aircraft Flight Tracks – Military Propeller Departures runway 29 85

Figure 26 Aircraft Flight Tracks – Civil Jet Departures Runway 29 89

Figure 27 Aircraft Flight Tracks – Civil Propeller Departures Runway 29 93

Figure 28 Aircraft Flight Tracks – Civil Propeller Departures Runway 18 and 36 97

Figure 29 Military Circuits 101

Figure 30 Civil Circuits 105

Figure 31 Helicopter Flight Tracks 109

Figure 32 Unknown Aircraft Arrival Flight Tracks – All Runways 113

Figure 33 Unknown Aircraft Departure Flight Tracks – All Runways 115

Figure 34 Unknown Aircraft Circuits – All Runways 117

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Figure 35 NMT Location Plan 127

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LIST OF TABLES PAGE

Table 1 Recorded Aircraft Movements by Category – Quarter 4 2010 13

Table 2 Quarterly Aircraft Movements by Category 15

Table 3 Runway Usage – Quarter 4 2010 16

Table 4 Average 24 Hour LAeq – Quarter 4 2010 129

Table 5 Quarterly Average 24 Hour LAeq 130

Table 6 Average LAmax – Arrivals – Quarter 4 2010 131

Table 7 Average LAmax – Departures – Quarter 4 2010 133

Table 8 Average LAmax – Circuits – Quarter 4 2010 135

Table 9 N70 and N85 Noise Events for All Aircraft for Quarter 4 2010 136

Table 10 N70 and N85 Noise Events for Military Aircraft for Quarter 4 2010 136

Table 11 N70 and N85 Noise Events for Civil Aircraft for Quarter 4 2010 136

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Acronyms

Acronym Definition

ACG Air Combat Group.

ADF Australian Defence Force.

AGL Above Ground level.

ALG Air Lift Group.

AMSL Above Mean Sea Level.

ANEC Australian Noise Exposure Concept.

ANEF Australian Noise Exposure Forecast.

ANEI Australian Noise Exposure Index.

ANOMS 8 Airport Noise and Operations Management System 8.

ARP Aerodrome Reference Point.

ATC Air Traffic Control.

B&K EMS Bruel & Kjaer EMS (Australia) Pty Ltd.

dB Decibel.

dB(A) Decibel with A-weighting.

DNL Day-Night Average Sound Level.

EPNL Effective Perceived Noise Level.

GHD GHD Australia Pty. Ltd.

GSM Global System for Mobile Communications.

IFR Instrument Flight Rules.

ILS Instrument Landing System.

INM Integrated Noise Model.

LAeq Equivalent A-weighted noise level.

LAmax Maximum A-weighted sound pressure level.

NA Number Above.

NEF Noise Exposure Forecast.

NFPMS Noise and Flight Path Monitoring System.

NMT Noise Monitoring Terminal.

RAAF Royal Australian Air Force.

RNZAF Royal New Zealand Air Force.

RWY Runway.

SEL Sound Exposure Level.

SPL Sound Pressure Level.

SRG Surveillance and Response Group.

SSR Secondary Surveillance Radar.

TAAATS The Australian Advanced Air Traffic System.

TACAN TACtical Air Navigation.

TAG The Acoustic Group.

VPN Virtual Private Network.

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1. INTRODUCTION

1.1 RAAF Base Darwin Noise and Flight Path Monitoring System

1.1.1 The objective of the RAAF Base Darwin Noise and Flight Path Monitoring System

(NFPMS) project is to monitor and record flight information and the noise levels of aircraft

operations. The system provides detailed information on aircraft noise events and assists the

Department of Defence (Defence) to communicate details of the flying activities to the

community.

1.1.2 In December 2009, the Defence engaged Bruel & Kjaer EMS (Australia) Pty Ltd

(B&K EMS) as the prime contractor to install, maintain and operate a noise and flight path

monitoring system at RAAF Base Darwin, New South Wales. B&K EMS has engaged GHD

Australia Pty Ltd (GHD) and The Acoustic Group Pty Ltd (TAG) as sub-consultants to

provide technical services and advice.

1.1.3 This report details the aircraft operations, flight tracks and noise recorded at the

community-based Noise Monitoring Terminal (NMT) locations for the period 1 January to 31

March 2011. Consistent with the reporting of aircraft noise at other Australian Airports, the

report includes the average 24 hour LAeq and LAmax values. The N70 and N85 average

daily values are also reported.

1.2 RAAF Base Darwin

Location

1.2.1 RAAF Base Darwin/Darwin International Airport is located on the Stuart Highway

approximately seven kilometres to the north of the business centre of Darwin and adjacent to a

number of the suburbs of Darwin. RAAF Base Darwin is situated on land 31.4 metres above

mean sea level.

Use and Activity

1.2.2 RAAF Base Darwin accommodates both military and civil aircraft operations

1.2.3 . The military aircraft operations at RAAF Base Darwin consist of operations by the

RAAF, Australian Army Aviation Corp and visiting overseas military forces. No flying

squadons are normally based at RAAF Base Darwin and therefore all RAAF movements are

normally by visiting aircraft. However, since 2004, a 92WG detachment of P-3C aircraft have

been based at RAAF Base Darwin undertaking surveillance and border security duties.

1.2.4 Army helicopters operated by 1 AVN Regt are currently based at Robertson Barracks

and operate to and from RAAF Base Darwin.

1.2.5 RAAF Base Darwin is extensively used for training exercises by military aircraft.

There are three main training areas used by the visiting military aircraft: R230 to the north,

R264 to the west and the training areas associated with RAAF Base Tindal to the south.

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1.2.6 RAAF Base Darwin is home to:

a. No 396 Expeditionary Combat Support Wing

b. No 321 Expeditionary Combat Support Squadron

c. No 92 Wing Detachment Darwin - surveillance and response

d. No 452 Squadron Headquarters

e. No 452 Sqaudron Darwin Flight

f. No 13 (City of Darwin) Squadron - Air Force Reserve

g. No 1 Airfield Operations Support Squadron Detachment Darwin - airfield

engineering

h. No 3 Combat Support Hospital Detachment Darwin

i. No 114 Mobile Control and Reporting Unit Darwin - radar operations

http://www.airforce.gov.au/wings/396ecsw.aspx

http://www.airforce.gov.au/units/13sqn.aspx

http://www.airforce.gov.au/reserves/index.aspx

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INSERT FIGURE 1 (REGIONAL LOCATION PLAN)

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1.2.7 Military fixed wing aircraft operations include RAAF transport operations, RAAF

exercises and visiting military aircraft. RAAF transport aircraft operate throughout the year,

whereas the aircraft associated with RAAF exercises are concentrated during particular

periods of time.

1.2.8 The Base also supports periodic short term deployments by overseas military forces.

1.2.9 Visiting Military Aircraft to RAAF Base Darwin may include the following:

a. AP-3C Orion

a. B-52

b. BBJ (Boeing Business Jet)

c. Beechcraft King Air 350

d. Blackhawk Helicopter

e. Boeing 737 AEW&C

f. C-130 Hercules

g. C-17 Globemaster III

h. Challenger CL-604

i. E-3 Sentry

j. EA-6B Prowler

k. F-15 Eagle

l. F-16 Falcon

m. F/A-18 E/F Super Hornet

n. F/A-18 Hornet

o. KC-135 Stratotanker

p. MRH-90 Multi Role Helicopter

q. USN E-2

1.2.10 Details on Australian military aircraft are available on the Defence website

(www.defence.gov.au).

1.2.11 As well as the military aircraft operations at RAAF Base Darwin, civil aircraft

operate from Darwin International Airport terminal on the northern side of the base. Darwin

International Airport is serviced by airlines such as Airnorth, AirAsia, Jetstar, Qantas

Skywest, Vincent Aviation and Virgin Blue. These fly to all mainland Australian states and

internationally to Indonesia, East Timor, Malaysia, Philippines, Vietnam and Singapore.

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1.2.12 Aircraft movements in this report are categorised as follows:

a. Military Jet,

(i) Military Fast Jet,

(ii) Military Other Jet,

b. Military Propeller,

c. Military Helicopter,

d. Civil Jet,

(i) Civil Heavy Jet,

(ii) Civil Medium Jet,

(iii) Civil Light Jet,

e. Civil Propeller,

(i) Civil Medium Propeller,

(ii) Civil Light Propeller,

f. Civil Helicopters, and

g. Unknown.

1.2.13 The unknown aircraft movements are those which occur when no record of the

details of the aircraft type is recorded, although the NFPMS records the flight track and

associated aircraft noise.

Future Use and Activities

1.2.14 The number of civil aircraft movements at Darwin Airport is anticipated to increase

in line with the projected growth in passenger numbers identified in the Darwin Airport

Master Plan.

Runway Layout

1.2.15 Figure 2 – Base Environs and Runway Layout illustrates the orientation of the

runway in relation to the surrounding environs. The main east-west runway is known as

Runway 11/29 and is 3,354 metres long and 60 metres wide. The north-south runway is

known as Runway 18/36 and is 1,524 metres long, 30 metres wide and is mostly used by civil

turboprop aircraft.

1.2.16 The use of each runway direction is dependent on the wind direction at the time and

other operational considerations, such as runway works, other traffic etc.

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INSERT FIGURE 2 (BASE ENVIRONS AND RUNWAY LAYOUT)

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1.3 The NFPMS Components

1.3.1 The Noise and Flight Path Monitoring System (NFPMS) is a state of the art

automated system which is installed, maintained and operated by Bruel & Kjaer EMS

(Australia) Pty Ltd. The purpose of the NFPMS is to monitor, record and report on the noise

exposure from aircraft operations on the community in the vicinity of the Base or associated

flying training areas. The NFPMS utilises permanent noise monitoring stations on the Base

and temporary noise monitoring stations in the community. The system collects data on

aircraft operations associated with the Base and reports the noise exposure at particular

locations in the community.

1.3.2 Through the air traffic control radar system, the NFPMS acquires flight track data

and operational information on aircraft operating in and out of the airfield and within a

defined radius of the airfield.

1.3.3 The NFPMS provides Defence with the ability to capture data on the aircraft

operations (arrivals/departures/circuits), flight tracks and aircraft noise events.

1.3.4 The NFPMS is made up of a number of components, including:

a. Noise Monitoring Terminals (NMTs),

b. Flight Operations Interface,

c. Radar Data Logger, and

d. ANOMS 8 Data Server.

1.3.5 Figure 3 shows the components of the NFPMS and their relationships.

Figure 3 – NFPMS Components

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Noise Monitoring Terminals

1.3.6 NMTs are self-contained, robust, unattended noise data monitoring terminals,

designed for remote installation in all weather environments. NMTs can be deployed in either

a fixed (permanent) or portable configuration. NMTs collect noise data, store it for extended

periods, as well as transmitting it via wireless technology to central processing systems for

further analysis. The recording zone around each NMT will vary according to the noise

signature of the aircraft type, configuration, altitude, speed and environmental conditions.

NMTs can be mains or solar powered and only require periodic maintenance.

1.3.7 An example of a portable community based NMT is shown in Figure 4.

Figure 4 – A Community Based NMT

Flight Operations Interface

1.3.8 The NFPMS includes a Flight Operations Interface which can be used to enter details

of aircraft types, call signs, etc from the Airservices Australia’s The Australian Advanced Air

Traffic System (TAAATS) and/or directly from the Air Traffic Control (ATC) flight strips.

This data is used to identify the aircraft type for each flight track.

Radar Data Logger

1.3.9 Flight Track information is collected through the Radar Data Logger. The Radar

Data Logger continuously batches radar data and securely transmits it to the ANOMS 8 server

over an encrypted virtual private network (VPN) via the internet. The Radar Data Logger has

the ability to filter and/or delay the transmission of radar data and has been designed to meet

US FAA security requirements.

ANOMS 8

1.3.10 ANOMS 8 is the heart of NFPMS. ANOMS 8 supports and integrates a range of

data sources, including the NMTs noise data, radar plots and aircraft movement data to create

a comprehensive view of airfield operations and the noise environment. ANOMS 8 allows the

operator to comprehensively analyse the recorded aircraft noise events, generate standard

reports and present that data. ANOMS 8 complies with the specifications set out in ICAO

Annex 16 and complies with all international aircraft noise measurement standards.

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Limitations of the NFPMS

1.3.11 As with any remote monitoring system, the NFPMS has some limitations.

1.3.12 A fundamental issue in terms of the identification of an aircraft noise event is the

correlation of the noise event recorded by the NMT to an aircraft movement. There are many

noise events which occur on a daily basis at NMT locations in the community which are not

associated with an aircraft movement. Adjacent motor vehicle movements and bird calls can

give rise to noise levels similar to or greater than aircraft operations. As the intent of the

NFPMS is to report on the noise contribution of aircraft operations, it is important that noise

events are correctly correlated to aircraft movements.

1.3.13 Flight tracks are collected from radar plots from the Secondary Surveillance Radar

(SSR). The SSR picks up the position of the aircraft by the transponder return signal

transmitted by the aircraft.

1.3.14 Some aircraft will have their transponders switched off in which case the aircraft is

not detected by the SSR, resulting in no record of the aircraft movement or flight track being

collected. In other cases, the transponder may be switched off or moved to the standby mode

during flight, or the aircraft may turn so that the transponder faces away from the radar,

resulting in the flight track seemingly to suddenly end.

1.3.15 Light General Aviation aircraft may use transponder code 1200. Although the

NFPMS collects flight tracks for these aircraft, no aircraft type information (e.g. Piper 38;

Cessna 172) is available. The NFPMS therefore reports these aircraft under the category

‘unidentified’ or ‘unknown’ aircraft.

1.3.16 Military operations include multiple aircraft formations with as many as four aircraft

in a formation. Only the lead aircraft in a formation will have its transponder turned on

resulting in only one aircraft noise event being detected. The formation flying will lead to an

underestimate of the total aircraft movements being reported by the NFPMS.

1.3.17 During periods of radar outage, due to power failure or maintenance, there are no

records of aircraft movements.

1.3.18 During periods of maintenance or power outage at the NMT, no noise events are

recorded.

1.3.19 Atmospheric conditions such as temperature inversion or high wind conditions can

affect the propagation of the aircraft noise so that the noise level at the NMT is reduced to a

level where it may not be correlated to an aircraft movement.

1.3.20 In some cases, the flight tracks do not connect exactly on to the runway threshold due

the rotation of the radar head and the height of the radar above the airfield often missing some

segments of the flight track.

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2. AIRCRAFT OPERATIONS

2.1 Aircraft Movements

2.1.1 Table 1 categorises the number of aircraft movements which were identified by the

NFPMS by aircraft type. The number of aircraft movements includes arrivals, departures and

circuit movements.

Table 1 – Recorded Aircraft Movements by Category – Quarter 1 2011

Aircraft Movements

Aircraft Category January

2011

February

2011

March

2011

Total for the

Quarter

Military Jet

Military Fast Jet - 2 2 4

Military Other Jet 18 43 52 113

Military Propeller 64 69 75 208

Military Helicopters 1 - - 1

Civil Jet

Civil Heavy Jet 58 62 78 198

Civil Medium Jet 1,575 1,235 1,582 4,392

Civil Light Jet 1 3 4 8

Civil Propeller

Civil Medium Propeller 835 884 1,134 2,853

Civil Light Propeller 2,129 2,048 2,605 6,782

Civil Helicopter 83 46 69 198

Unknown 2,067 2,037 2,681 6,785

All Aircraft Categories 6,831 6,429 8,282 21,542

2.1.2 There were 21,542 recorded aircraft movements at RAAF Base Darwin in Quarter 1

2011. Of the total aircraft movements, 326 (1.5%) were by military aircraft and 14,431

(67.0%) were by civil aircraft.

2.1.3 Unidentified aircraft accounted for 6,785 (31.5%) of the aircraft movements recorded

during the quarter. Some of the unidentified aircraft would be military helicopters that

undertake local area flying within the RAAF Base Darwin controlled airspace. Additionally,

some of the unidentified aircraft were most likely civilian light aircraft and military

helicopters undertaking flying operations.

2.1.4 Figure 5 illustrates the aircraft movements by Category for Quarter 1 2011. A

detailed breakdown of movements by aircraft types can be found in Annex B – Aircraft

Movement Details.

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Figure 5 – Aircraft Movements by Category – Quarter 1 2011

44.7%

0.9%

31.5%

1.0%

21.3%

0.0%0.5%

0.0%

Miltary Fast Jet

Other Military Jet

Military Propeller

Military Helicopter

Civil Jet

Civil Propeller

Civil Helicopter

Unknown

2.1.5 Table 2 shows the total (Civil/Military) aircraft movements by aircraft category for

the last four quarters, including include arrivals, departures and circuit movements, but

excluding overflights. In the future this table will also show the recorded movement data for

each of the preceding three quarters once this data has become available

Table 2 – Quarterly Aircraft Movements by Category

Aircraft Movements

Aircraft Category Q1 2011 Q4 2010 Q3 2010 Q2 2010 Rolling 12

Months

Military Jet

Military Fast Jet 4 15 N/A N/A 19

Military Other Jet 113 115 N/A N/A 228

Sub-total: 117 130 N/A N/A 247

Military Propeller 208 262 N/A N/A 470

Military Helicopters 1 5 N/A N/A 6

Civil Jet

Civil Heavy Jet 198 373 N/A N/A 571

Civil Medium Jet 4,392 4,651 N/A N/A 9,043

Civil Light Jet 8 2 N/A N/A 10

Sub-total: 4,598 5,026 N/A N/A 9,624

Civil Propeller

Civil Medium Prop 2,853 2,877 N/A N/A 5,730

Civil Light Prop 6,782 6,850 N/A N/A 13,632

Sub-total: 9,635 9,727 N/A N/A 19,362

Civil Helicopter 198 55 N/A N/A 253

Unknown and 1200 Beacon 6,785 7,056 N/A N/A 13,841

Unknown Fixed Wing 5,887 6,225 N/A N/A 12,112

Unknown Helicopter 898 831 N/A N/A 1,729

All Aircraft Categories 21,542 22,261 N/A N/A 43,803

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Runway usage

2.1.6 Table 3 shows the aircraft movements by runway for Quarter 1 2011. Circuit

operations will create two or more movements depending on how many times the aircraft

undertakes touch and goes on the runway. In some cases, particular circuit operations can

have an odd number of movements.

Table 3 – Runway Usage – Quarter 1 2011

2.1.7 Runway 29 was the dominant runway accounting for 68.0% of arrivals, 69.8% of

departures and 73.1% of the circuit movements. Figure 6 shows the split of total aircraft

movements to runways.

Figure 6 – Runway Usage – Quarter 1 2011

17.5%

3.0%

69.4%

5.9%4.2%

RWY 11

RWY 18

RWY 29

RWY 36

Helipad

Runway Arrivals Departures Circuit

Movements

Total

RWY 11 1,334 2,155 279 3,768

RWY 18 211 396 38 645

RWY 29 6,418 6,550 1,988 14,956

RWY 36 1,172 10 81 1,263

Helipad 304 273 333 910

Total 9,439 9,384 2,719 21,542

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2.2 Aircraft Flight Tracks

Aircraft Flight Track Density Plot

2.2.1 The track density plots are maps of the surrounds of the Base which show the pattern

of the aircraft flight tracks. The system analyses the number of aircraft movements which

pass over a grid 18 metres by 18 metres. As the density of aircraft flight tracks increase the

colour of the flight tracks changes.

2.2.2 All Aircraft Movements. Figure 7 shows the track density plot for all recorded

aircraft movements in the vicinity of RAAF Base Darwin. The track density plot shows the

dominance of aircraft using Runway 11 or 29.

Figure 7 – Track Density Plot - All Aircraft Movements – Quarter 1 2011

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Aircraft Flight Tracks Plots

2.2.3 Figure 8 – Civil Aircraft Flight Tracks shows the flight track plots for all recorded

civil aircraft movements at RAAF Base Darwin for Quarter 1 2011.

2.2.4 Figure 9 – Military Aircraft Flight Tracks shows the flight track plots for all

recorded military aircraft movements at RAAF Base Darwin for Quarter 1 2011.

2.2.5 Arrivals are depicted with red flight tracks, departures with blue flight tracks and

circuits with green flight tracks, although the density of tracks on Figure 8 has resulted in the

departure and circuit tracks being somewhat overwritten by red arrival tracks.

2.2.6 Although Figure 7 shows the concentration of flight tracks on the straight-in

approaches, Figures 8 and 9 illustrate that within that overall pattern, there is a wide

dispersion of individual flight tracks in the airspace around RAAF Base Darwin.

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INSERT FIGURE 8 (CIVIL AIRCRAFT FLIGHT TRACKS)

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INSERT FIGURE 9 (MILITARY AIRCRAFT FLIGHT TRACKS)

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Aircraft Arrival Flight Tracks

2.2.7 Aircraft arrival flight track plots to Runway 11, 29, 36 and 18 are shown in the

following figures:

a. Figure 10 – Aircraft Flight Tracks – Military Jet Arrivals Runway 11

b. Figure 11 – Aircraft Flight Tracks – Military Propeller Arrivals Runway 11

c. Figure 12 – Aircraft Flight Tracks – Civil Jet Arrivals Runway 11

d. Figure 13 – Aircraft Flight Tracks – Civil Propeller Arrivals Runway 11

e. Figure 14 – Aircraft Flight Tracks – Military Jet Arrivals Runway 29

f. Figure 15 – Aircraft Flight Tracks – Military Propeller Arrivals Runway 29

g. Figure 16 – Aircraft Flight Tracks – Civil Jet Arrivals Runway 29

h. Figure 17 – Aircraft Flight Tracks – Civil Propeller Arrivals Runway 29

i. Figure 18 – Aircraft Flight Tracks – Civil Propeller Arrivals Runway 18

j. Figure 19 – Aircraft Flight Tracks – Civil Propeller Arrivals Runway 36

2.2.8 The flight tracks have been colour coded according to the altitude of the aircraft in

feet above mean sea level (AMSL) as the aircraft arrives at the airfield. Red designates an

altitude of the aircraft up to 500 feet, orange for an altitude between 500 and 1,000 feet,

yellow for an altitude between 1,000 and 2,500 feet and light green for an altitude above 2,500

feet. These plots of the flight tracks have been generated from the aircraft movement data

recorded during the Quarter 1 2011 reporting period.

2.2.9 Refer to Annex B – Aircraft Movement Details, Table B2 – Aircraft Types Arrivals

for details of the aircraft arrival movements.

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2.2.10 Figure 10 - Military Jet Arrivals to Runway 11 shows the flight track plots for all

recorded military jet arrivals to Runway 11 at RAAF Base Darwin. All aircraft landing on

Runway 11 made their final approach from the north-west over Beagle Gulf.

2.2.11 Most of the aircraft tracks displayed on the map were made by larger aircraft (e.g.

Airbus A340) chartered by the military. These aircraft use Darwin as a transit stop between

overseas destinations and destinations within Australia. There were six such arrivals during

this quarter.

2.2.12 There were two arrivals by the Boeing C-17 Globemaster III aircraft from RAAF

Base Amberley. No military fast jets landed on Runway 11 during the reporting period.

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INSERT FIGURE 10 (FLIGHT TRACKS FOR MILITARY JET ARRIVALS TO RUNWAY

11)

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INTENTIONALLY LEFT BLANK

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2.2.13 Figure 11 - Military Propeller Arrivals to Runway 11 shows the recorded flight

track plots for military propeller arrivals to Runway 11 at RAAF Base Darwin.

2.2.14 There were only ten arrivals to Runway 11 during this quarter. Most of these aircraft

began their final approach to RAAF Base Darwin via a navigation point over Beagle Gulf. All

ten arrivals shown on the map were made by the C-130 Hercules and P-3 Orion aircraft.

2.2.15 One Orion P3 aircraft descended over the Cox Penninsula from an altitude above

5,000 feet to an altitude of 1,400 feet.

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INSERT FIGURE 11 (FLIGHT TRACKS FOR MILITARY PROPELLER ARRIVALS TO

RUNWAYS 11)

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2.2.16 Figure 12 - Civil Jet Arrivals to Runway 11 shows the recorded flight track plots

for civil jet arrivals to Runway 11 at RAAF Base Darwin. Civil jet aircraft tend to follow

published standard approach paths in the Darwin area.

2.2.17 Aircraft arriving from Australian airports generally approached from the south and

east before making a right hand turn over Beagle Gulf and approaching the runway. Aircraft

arriving from overseas ports (such as Vietnam, Indonesia, and Singapore) entered the area

from the west and did not overfly Darwin prior to landing.

2.2.18 Most of the civil jet aircraft arriving on Runway 11 flew to a navigation point north

of the Cox Peninsula prior to making their final approach. This can be seen in the strong

corridor of traffic originating from the north-west over Beagle Gulf.

2.2.19 One Beechcraft 20 aircraft arriving from Groote Eylandt overflew suburbs north of

RAAF Base Darwin at an altitude of between 1,000 and 2,500 feet.

2.2.20 A LearJet 35 from Adelaide, an Airbus A320, and a Boeing 737 both from

Melbourne overflew East Point and Larrakeyah at an altitude of less than 1,000 feet as they

made their final turn before landing on Runway 11.

32


INSERT FIGURE 12 (FLIGHT TRACKS FOR CIVIL JET ARRIVALS TO RUNWAY 11)

33


BLANK PAGE

34



35


2.2.21 Figure 13 - Civil Propeller Arrivals to Runway 11 shows 696 flight tracks in total

and demonstrates that civil propeller aircraft overfly the suburbs of Darwin more frequently

than military aircraft or civil jet aircraft.

2.2.22 The majority of civil propeller aircraft recorded during Q1 2011 were light commuter

aircraft. Most of this traffic comes from three areas - Arnhem Land (east), the Tiwi Islands

(north) and from smaller towns and airfields south of Darwin and in Western Australia.

Because civil light propeller aircraft usually fly directly to the airfield for a visual approach to

the runway, they tend to overfly Darwin suburbs regularly.

2.2.23 Like civil jet aircraft, the larger civil propeller aircraft (i.e. Dash 8, Embraer 120)

tended to fly along published standard arrival routes to RAAF Base Darwin. These larger

civil propeller aircraft generally did not fly over Darwin suburbs during their approach to

Runway 11.

2.2.24 A small number of civil light propeller aircraft flew over a number of Darwin

suburbs at altitudes of less than 1,000 feet before they made their final approach. One of these

aircraft overflew the Narrows at altitudes of less than 500 feet.

2.2.25 The suburbs nearest the runway threshold (such as Fannie Bay, Ludmilla and

Coconut Grove) experienced the most overflights during the reporting period.

36


INSERT FIGURE 13 (FLIGHT TRACKS FOR CIVIL PROPELLER ARRIVALS TO

RUNWAY 11)

37


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38



39


2.2.26 Figure 14 – Military Jet Aircraft Arrivals to Runway 29 shows the recorded

flight track plots for military jet aircraft arrivals to Runway 29 at RAAF Base Darwin.

2.2.27 The map shows that the majority of the military jet arrivals to Runway 29 joined final

approach in the vicinity of the Howard Springs navigation aid. Most of the aircraft

approaching along this flight path were large military jets such as the RAAF C-17

Globemaster, Boeing 737 and a single USAF KC-135 Stratotanker.

2.2.28 On 10th

February 2011, a C-17 Globemaster aircraft arriving from Diego Garcia

passed over Darwin suburbs twice at an altitude of 1,400 feet, making several turns above

Shoal Bay, Wickham, and Channel Island before landing at RAAF Base Darwin.

2.2.29 Two arrivals by visiting General Dynamics F-16 Fighting Falcon aircraft were

recorded at RAAF Base Darwin during the reporting period.

2.2.30 Approximately one-third of the movements shown on the map were by twenty-five

military-chartered Airbus 340. These aircraft used standard civil approach paths and the noise

generated by them would have been indistinguishable from that generated by regular

scheduled civil jet traffic.

40


INSERT FIGURE 14 (FLIGHT TRACKS FOR MILITARY JET ARRIVALS TO RUNWAY

29)

41


BLANK PAGE

42



43


2.2.31 Figure 15 - Military Propeller Aircraft Arrivals to Runway 29 shows the

recorded flight track plots for the military propeller aircraft arrivals to Runway 29 at RAAF

Base Darwin. Military propeller aircraft landing on Runway 29 generally began their final

approach from the south-east via the Howard Springs navigation aid.

2.2.32 Sixty-two large military propeller aircraft landed on Runway 29 during the reporting

period. These were C-130 Hercules and P-3 Orion. Prior to joining the approach path in the

vicinity of Howard Springs, some of these aircraft overflew Shoal Bay or the Port of Darwin

at altitudes generally exceeding 2,500 feet.

2.2.33 Two P3 Orion aircraft overflew Woolner and The Gardens at altitudes below 2,500

feet before turning over Berrimah to land on Runway 29. Another P3 Orion aircraft

approached over Francis Bay and overflew Wishart and Berrimah at altitudes between 500

and 1,000 feet prior to landing.

44



RUNWAY 29)

45


BLANK PAGE

46



47


2.2.34 Figure 16 - Civil Jet Aircraft Arrivals to Runway 29 shows the recorded flight

track plots for the civil jet aircraft arrivals to Runway 29 at RAAF Base Darwin.

2.2.35 Most civil jet arrivals to Runway 29 originated from Australian airports. Civil jets

from the south and south-east generally flew to the Howard Springs navigation aid prior to

approaching the runway. Those from Perth generally followed routes that took them over

Darwin Harbour at an altitude exceeding 2,500 feet before making a left hand turn to begin

their final approach in the vicinity of Howard Springs.

2.2.36 Aircraft approaching from the north-west overflew Lee Point and Shoal Bay before

turning right to approach Runway 29. These aircraft were generally at a high level and did not

overfly Darwin suburbs.

2.2.37 Four civil jet aircraft overflew the northern suburbs of Darwin at altitudes between

1,000 and 2,500 feet during the reporting period.

2.2.38 Palmerston was often overflown at altitudes of less than 2,500 feet before the aircraft

made a left turn to approach Runway 29. A significant proportion of these aircraft were

Qantas Boeing 737 aircraft arriving from Perth.

48


INSERT FIGURE 16 (FLIGHT TRACKS FOR CIVIL JET ARRIVALS TO RUNWAY 29)

49


BLANK PAGE

50



51


2.2.39 Figure 17 - Civil Propeller Arrivals to Runway 29 shows 3,329 flight tracks in

total and demonstrates that civil propeller aircraft overfly the suburbs of Darwin more

frequently than military aircraft for civil jet aircraft.

2.2.40 As with traffic arriving on Runway 11, the majority of the civil propeller aircraft

recorded during Q1 2011 were light commuter aircraft coming from three areas - Arnhem

Land (east), the Tiwi Islands (north) and from smaller towns and airfields south of Darwin and

in Western Australia.

2.2.41 Traffic from the Tiwi Islands tended to overfly Darwin’s northern suburbs as the civil

light propeller aircraft used on these flights appear to take the shortest available route to the

airfield.

2.2.42 The larger civil propeller aircraft (i.e. Dash 8, Embraer 120) generally approached

Runway 29 along the standard instrument approach used by civil jet aircraft. Because of their

slower speed, however, civil propeller aircraft flying along this route were generally at a lower

altitude.

2.2.43 Land east of the runway threshold experienced the most overflights during the

reporting period, with most civil light propeller aircraft flying over Berrimah at an altitude of

less than 1,000 feet.

2.2.44 The map also shows that Palmerston was often overflown by civil light propeller

aircraft at an altitude of less than 2,500 feet. This activity was not associated with a single

flight path.

52



RUNWAY 29)

53


BLANK PAGE

54



55


2.2.45 Figure 18 - Civil Propeller Aircraft Arrivals to Runway 18 shows 89 flight tracks

in total and demonstrates that the majority of the civil propeller aircraft make their final

approach from the north and east over Beagle Gulf and the northern suburbs of Darwin.

2.2.46 The majority of the civil propeller aircraft recorded during Q1 2011 were light

commuter aircraft coming from three areas - Arnhem Land (east), the Tiwi Islands (north) and

from smaller towns and airfields south of Darwin and in Western Australia. Most of these

aircraft approached the runway from the vicinity of Lee Point

2.2.47 Land north of the runway threshold experienced the most overflights during the

reporting period, with most of the civil light propeller aircraft flying over Jingili at an altitude

of less than 500 feet.

56



RUNWAY 18)

57


BLANK PAGE

58



59


2.2.48 Figure 19 - Civil Propeller Aircraft Arrivals to Runway 36 shows 694 flight

tracks in total and demonstrates that civil propeller aircraft make their final approach from the

south over Francis Bay.

2.2.49 The majority of the civil propeller aircraft arriving on Runway 36 during Q4 2010

were light commuter aircraft coming from smaller towns and airfields east and south of

Darwin and in Western Australia. These aircraft generally did not fly over residential suburbs.

2.2.50 A small number of aircraft arriving from the north overflew some Darwin suburbs.

These aircraft overflew suburbs such as Fannie Bay and Bay View at altitudes of less than

1,000 feet or Casuarina and Anula at altitudes of less than 2,500 feet as they approached their

final turning point south of the airfield. .

2.2.51 A number of civil propeller aircraft arrived from the east, overflew the Howard

Springs navigation point and followed the straight in approach path to Runway 29 before

turning south to approach and land on Runway 36.

2.2.52 During the quarter, one light propeller aircraft overflew suburbs west of RAAF Base

Darwin at an altitude of approximately 400 feet prior to landing on Runway 36. This

Beechcraft Baron aircraft appears to have been approaching Runway 11 before deviating

south to land on Runway 36.

60



RUNWAY 36)

61


BLANK PAGE

62


Aircraft Departure Flight Tracks

2.2.53 Aircraft Departure Flight Tracks Aircraft departure flight track plots from Runway

11, 18, 29 and Runway 36 are shown in following figures:

a. Figure 20 – Aircraft Flight Tracks – Military Jet Departures Runway 11,

b. Figure 21 – Aircraft Flight Tracks – Military Propeller Departures Runways

11,

c. Figure 22 – Aircraft Flight Tracks – Civil Jet Departures Runway 11,

d. Figure 23 – Aircraft Flight Tracks – Civil Propeller Departures Runway 11,

e. Figure 24 – Aircraft Flight Tracks – Military Jet Departures Runway 29

f. Figure 25 – Aircraft Flight Tracks – Military Propeller Departures Runway

29,

g. Figure 26 – Aircraft Flight Tracks – Civil Jet Departures Runway 29,

h. Figure 27 – Aircraft Flight Tracks – Civil Propeller Departures Runway 29.

i. Figure 28 – Aircraft Flight Tracks- Civil Propeller Departures Runways 18

and 36

2.2.54 These flight tracks have been colour coded according to the altitude of the aircraft in

feet above the Aerodrome Reference Point as the aircraft departs the airfield. Red designates

an altitude of the aircraft up to 500 feet, orange for an altitude between 500 and 1,000 feet,

yellow for an altitude between 1,000 and 2,500 feet and light green for an altitude above 2,500

feet. These plots of the flight tracks have been generated from the aircraft movement data


2.2.55 Refer to Annex B – Aircraft Movement Details, Table B3 – Aircraft Types

Departures for details of the aircraft departure movements.

63


2.2.56 Figure 20 – Military Jet Aircraft Departures from Runway 11 shows the

recorded flight track plots for military jet aircraft departures from Runway 11 at RAAF Base

Darwin. The majority of departures maintained runway heading until overflying Robertson

Barracks before turning right and exiting the area to the south.

2.2.57 During the reporting period, one Boeing C-17 Globemaster aircraft, one Bombardier

Challenger 604 departed from Runway 11.

2.2.58 There were ten Airbus A340 aircraft departures from Runway 11. These were

military chartered aircraft using RAAF Base Darwin as a transit stop on the way to or from

overseas destinations. These used standard departure routes.

64


INSERT FIGURE 20 (FLIGHT TRACKS FOR MILITARY JET DEPARTURES FROM

RUNWAY 11)

65


BLANK PAGE

66



67


2.2.59 Figure 21 – Military Propeller Aircraft Departures from Runway 11 shows the

recorded flight track plots for military propeller departures from Runway 11 at RAAF Base

Darwin.

2.2.60 Departing aircraft maintained runway heading until at least 2000 feet and four

kilometres from the airfield before they commenced a turn onto an outbound track.

2.2.61 The majority of military propeller departures were by P-3 Orions (a total of 17

departures) and by C-130 Hercules (a total of 5 departures).

68


INSERT FIGURE 21 (FLIGHT TRACKS FOR MILITARY PROPELLER DEPARTURES

FROM RUNWAY 11)

69


BLANK PAGE

70



71


2.2.62 Figure 22 – Civil Jet Aircraft Departures from Runway 11 shows the recorded

flight track plots for civil jet aircraft departures from Runway 11 at RAAF Base Darwin.

Civil jet aircraft tend to follow published standard departure flight paths in the Darwin area.

2.2.63 Aircraft headed to Australian airports generally maintained runway heading or turned

to the south near the Howard Springs navigation aid. This activity can be seen in the strong

corridors of traffic exiting to the south and south-east.

2.2.64 Aircraft headed to overseas airports (such as Vietnam, Indonesia, Philippines and

Singapore) usually made their first turn between Knuckey Lagoon and Holtze. These aircraft

were generally Airbus A320s and Embraer E-170s that did not overfly Darwin.

2.2.65 The suburbs of Palmerston were overflown by scheduled passenger services on a

regular basis. Most aircraft that flew over Palmerston were between 2,500 feet and 5,000 feet

on their way to other Australian airports.

72


INSERT FIGURE 22 (FLIGHT TRACKS FOR CIVIL JET DEPARTURES FROM

RUNWAY 11)

73


BLANK PAGE

74



75


2.2.66 Figure 23 – Civil Propeller Aircraft Departures from Runway 11 shows 1,091

flight tracks in total and demonstrates that civil propeller aircraft overfly the suburbs of

Darwin more frequently than military aircraft or civil jet aircraft.

2.2.67 The majority of the civil propeller aircraft departures were to the north-east, east and

south-east and involved aircraft headed to airports in the Northern Territory and Queensland.

These aircraft generally did not fly over populated suburbs below 2,500 feet.

2.2.68 Aircraft that turned right after departure near Coonawarra and exited to the south

were enroute to Alice Springs, Derby and other smaller airports in the Northern Territory and

Western Australia.

2.2.69 Approximately 250 aircraft turned left after departure near Knuckey Lagoon and

exited to the north over Shoal Bay. These aircraft consisted of medium-sized propeller

aircraft, such as the Bombardier Dash 8, enroute to the Dili, East Timor or alternatively light

propeller aircraft enroute to the Tiwi Islands and small airports in the Northern Territory.

Medium propeller aircraft (e.g. Bombardier Dash-8) aircraft that overflew suburbs were

generally at a higher altitude than light propeller aircraft.

76


INSERT FIGURE 23 (FLIGHT TRACKS FOR CIVIL PROPELLER DEPARTURES FROM

RUNWAY 11)

77


BLANK PAGE

78



79


2.2.70 Figure 24 – Military Jet Aircraft Departures from Runway 29 shows the

recorded flight track plots for Military Jet aircraft departures from Runway 29 at RAAF Base

Darwin. During the reporting period, five Boeing C-17 Globemaster, three Bombardier

Challenger 604, six Boeing 737 and seven USAF KC-135 Stratotanker aircraft departed from

Runway 29.

2.2.71 The majority of the departures from Runway 29 maintained runway heading and

headed out over Beagle Gulf. The flight tracks that exit the map to the north and north-west

indicate that the aircraft was headed towards an overseas destination. Aircraft that turned left

and exited the area to the south-west and south were headed to Australian military airfields

and civil airports.

2.2.72 There were two F-16 Fighting Falcon military fast jets that departed from Runway 29

during the reporting period.

2.2.73 20 of the flights depicted on the map were made by military-chartered Airbus 340

aircraft departing from RAAF Base Darwin after a transit stop between RAAF Bases in

Australia and destinations overseas.

80


INSERT FIGURE 24 (FLIGHT TRACKS FOR MILITARY JET DEPARTURES FROM

RUNWAY 29)

81


BLANK PAGE

82



83


2.2.74 Figure 25 – Military Propeller Aircraft Departures from Runway 29 shows the

recorded flight track plots for military propeller aircraft departures from Runway 29 at RAAF

Base Darwin.

2.2.75 The military propeller departures were by P-3 Orions (a total of 33 departures) and

the remainder were C-130 Hercules (a total of 12 departures). The majority of the departures

maintained runway heading out over Beagle Gulf then exited the area to the west. Those that

turned and flew over Darwin suburbs were generally above an altitude of 4,000 feet.

84


INSERT FIGURE 25 (FLIGHT TRACKS FOR MILITARY PROPELLER DEPARTURES

FROM RUNWAY 29)

85


BLANK PAGE

86



87


2.2.76 Figure 26 – Civil Jet Aircraft Departures from Runway 29 shows the recorded

flight track plots for civil jet aircraft departures from Runway 29 at RAAF Base Darwin.

Civil jet aircraft tended to follow published standard departure flight paths in the Darwin area.

2.2.77 The majority of the departures maintained runway heading out over Beagle Gulf then

turn left over Shoal Bay/Port Darwin and exited the local area to the south-east enroute to

airports in Queensland and on the east coast of Australia. Aircraft headed to overseas airports

(such as Vietnam, Indonesia, Philippines and Singapore) generally maintained runway

heading out over Beagle Gulf and exited the area to the north and north-west without flying

over any Darwin suburbs.

2.2.78 A number of aircraft turned right after departure and circled back over Lee Point to

exit the area to the east. A small number of these flights overflew some northern suburbs of

Darwin below 2,500 feet altitude.

2.2.79 A larger number of aircraft turned left after departure over East Point and circled

back over Fannie Bay/Parap to exit the area to the south-east. A small minority of these

flights overflew the southern suburbs of Darwin below 2,500 feet altitude. These aircraft were

typically smaller jets such as the Beechjet 400.

88


INSERT FIGURE 26 (FLIGHT TRACKS FOR CIVIL JET DEPARTURES FROM

RUNWAY 29)

89


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90



91


2.2.80 Figure 27 – Civil Propeller Aircraft Departures from Runway 29 shows 3,310

flight tracks in total and demonstrates that civil propeller aircraft overfly the suburbs of

Darwin more frequently than military aircraft or civil jet aircraft.

2.2.81 The large number of movements indicates that Runway 29 was the dominant runway

for civil propeller departures during Q1 2011. Due to the orientation of the runway, most of

the aircraft flew out over Beagle Gulf before making a right or left turn towards their final

destination in Western Australia and the Northern Territory, the Tiwi Islands and Dili, East

Timor.

2.2.82 Of the aircraft that overflew Darwin suburbs, most did so at altitudes of between

1,000 and 2,500 feet. The aircraft that did this were smaller, light civil propeller aircraft used

for scenic flights or charter routes. Medium sized propeller aircraft such as the Bombardier

Dash 8 en route to East Timor or Australian airports generally did not overfly Darwin suburbs.

92



RUNWAY 29)

93


BLANK PAGE

94



95


2.2.83 Figure 28 – Civil Propeller Aircraft Departures from Runway 18 and 36 shows

the recorded flight track plots for civil propeller aircraft departures from Runway 18 and 36 at

RAAF Base Darwin and shows 210 departures from Runway 18 and 2 departures from

Runway 36. The majority of the departures from Runway 18 maintain runway heading and

exit the area to the south over Darwin Harbour.

2.2.84 Most of the departures from Runway 18 maintained runway heading and exited the

area to the south over Darwin Harbour enroute to small airports in the Northern Territory and

Western Australia.

2.2.85 One light propeller aircraft that took off from Runway 18 turned to the north and

overflew the suburbs of Darwin at altitudes above 1,000 feet. These light propeller aircraft

were enroute to small airports on the Tiwi Islands.

2.2.86 One light propeller aircraft departed Runway 36 and, due to the orientation of the

runway, overflew the northern suburbs of Darwin enroute to the Tiwi Islands. Another light

propeller aircraft departed Runway 36 and turned to the right enroute to a small airfield east of

Darwin.

96



RUNWAYS 18 AND 36)

97


BLANK PAGE

98


Circuit Flight Tracks

2.2.87 Aircraft circuit flight track plots for all Runways are shown on in the following

figures:

a. Figure 29 – Aircraft Flight Tracks – Military Circuits, and

b. Figure 30 – Aircraft Flight Tracks – Civil Circuits.

2.2.88 These flight tracks have been colour coded according to the altitude of the aircraft in

feet above the Aerodrome Reference Point as the aircraft undertakes the circuit training. Red

designates an altitude of the aircraft up to 500 feet, orange for an altitude between 500 and

1,000 feet, yellow for an altitude between 1,000 and 2,500 feet and light green for an altitude

above 2,500 feet. The aircraft undertaking circuit training fly at an altitude of 1,500 feet

2.2.89 These plots of the flight tracks have been generated from the aircraft movement data


2.2.90 Refer to Annex B – Aircraft Movement Details, Table B4 – Aircraft Types Circuit

Movements for details of the aircraft circuit movements.

99


2.2.91 Figure 29 – Military Circuits shows the recorded flight track plots for military

aircraft circuits at RAAF Base Darwin.

2.2.92 Fifteen P-3 Orions conducted circuits both north and south of Runway 11/29. A

number of the aircraft make a straight in approach to Runway 11 or 29 before the circuits.

2.2.93 A Republic of Singapore Air Force F-16 departed Runway 29 and made a series of

looping turns over East Point, Berrimah and East Arm. This aircraft later departed Darwin

airspace.

100


INSERT FIGURE 29 (MILITARY CIRCUIT TRACKS)

101


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102



103


2.2.94 Figure 30 – Civil Circuits shows the recorded flight track plots for civil aircraft

circuits at RAAF Base Darwin.

2.2.95 The general shape of the circuit patterns (total of eighty six movements) by civil

aircraft is both on the north-side and the south-side of Runway 11 / 29. Many of these flight

tracks appear to be local area operations (eg. tourist flights).

2.2.96 There are also a few apparent missed approaches, which is where an aircraft may

elect to abort its initial approach and “go around” for a second approach. This can occur for

various operational reasons, including weather, or airport congestion.

104


INSERT FIGURE 30 (CIVIL CIRCUIT TRACKS)

105


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106



107


Helicopter Flight Tracks

2.2.97 Figure 31 – Helicopter Flight Tracks illustrates the recorded helicopter flight tracks

to and from the helicopter landing areas at RAAF Base Darwin for the Quarter 1 2011.

2.2.98 Circuits are flown in three general areas around the airfield, south over Winnellie and

Hidden Valley, north-east over Karama and Knuckey Lagoon and to the north-west over

Nightcliff and Moil.

108


INSERT FIGURE 31 (HELICOPTER FLIGHT TRACKS)

109


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110



111


Unknown Aircraft Arrival Flight Tracks All Runways

2.2.99 Unidentified aircraft accounted for 6,785 (31.5%) of the aircraft movements recorded

during the quarter. As discussed in Chapter 1, “Unknown” flight tracks are those for which

the NFPMS is unable to identify the aircraft type. This is usually because the aircraft is not

transmitting a unique transponder beacon code such as a light propeller aircraft using

transponder code 1200 or has not lodged flight plan information that includes the aircraft type.

2.2.100 The following three Figures demonstrate that flying activity by unknown and

unidentified aircraft broadly matches the activity shown earlier in this report. For example,

aircraft arriving or departing RAAF Base Darwin tended to follow standard published fight

procedures and aircraft that performed a circuit generally did so on the southern side of the

runway.

2.2.101 Although the vast majority of the unknown and unidentified flight tracks were made

by civil aircraft, some military aircraft flight tracks may be included on these maps. Based

upon the overall numbers of military aircraft operating at RAAF Base Darwin during the

reporting period, the number of military aircraft included on the following maps is estimated

to be very low.

2.2.102 Figure 32 – Unknown Aircraft Arrival Flight Tracks – All Runways depicts

arrivals by unknown and unidentified aircraft in red.

2.2.103 Figure 33 – Unknown Aircraft Departure Flight Tracks – All Runways depicts

departures by unknown and unidentified aircraft in blue.

2.2.104 Figure 34 – Unknown Aircraft Circuit Flight Tracks – All Runways depicts

circuits by unknown and unidentified aircraft in green.

112


INSERT FIGURE 32 (UNKNOWN AIRCRAFT ARRIVAL FLIGHT TRACKS – ALL

RUNWAYS)

113


BLANK PAGE

114


INSERT FIGURE 33 (UNKNOWN AIRCRAFT DEPARTURE FLIGHT TRACKS – ALL

RUNWAYS)

115


BLANK PAGE

116


INSERT FIGURE 34 (UNKNOWN AIRCRAFT CIRCUIT FLIGHT TRACKS – ALL

RUNWAYS)

117


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118


3. AIRCRAFT NOISE

3.1 Measurement of Aircraft Noise

3.1.1 Noise is described as unwanted sound. The two main components of a sound event

are the loudness and pitch. The loudness is related to the energy of the sound wave and pitch

is related to the frequency of the sound.

3.1.2 The human ear relates the loudness to the Sound Pressure, which is an easy

parameter to measure with a noise measurement instrument. The loudness of actual sound

levels is made by comparison to a standard pressure of 2x10-5 Pascals (Newtons per square

metre) taken at a reference frequency of 1,000 Hz. This sound pressure has been set as the

lower threshold of hearing; with the upper threshold of the hearing pressure range being 1,000

Pa, where permanent damage would be done to the eardrum. Because of this very large range

of sound pressures, a logarithmic scale was developed which, for typical noise events,

consolidated the range of sound pressures from 0 to 140 dB. This expression of the level of

sound is referenced as the Sound Pressure Level (SPL) and is measured in decibels (dB).

3.1.3 Within the human auditory system, for similar pressure levels, the pitch, or

technically the frequency, determines the interpretation of the loudness. At equal sound

pressures, low frequencies are perceived as less loud than middle frequencies in the 1,000 to

4,000 Hz range. At frequencies above 4,000 Hz, sensitivity decreases.

3.1.4 The human ear of a young person corresponds to a frequency range of 20 Hz to

20,000 Hz. This is called the audible range. One general trend is that as people age they are

less able to hear the higher frequencies, so that the high frequency limit may be reduced to

15,000 Hz or in extreme cases down to 10,000 Hz.

3.1.5 The human ear is better equipped to hear the mid frequency ranges and therefore

people can find noises in this frequency band more annoying. The “A” filter approximates the

sensitivity of the ear and relates the relative loudness of the various noises at different

frequencies to the human’s ear response to those noises. The “A weighted” decibel scale,

referenced as dB(A) has generally been adopted as the relevant parameter for the measurement

of community noise and has been adopted for aircraft noise, due primarily to the simple nature

of obtaining an A-weighted noise level.

3.1.6 There are a large number of descriptors which have been developed to describe

aircraft noise. These include:

a. single event descriptors which can be measured or calculated by a noise

monitoring instrument, and

b. equal energy parameters which accumulate a number of noise events over

time and need to be calculated.

3.1.7 Refer to Annex A – Glossary for a description of the common acoustic parameters

used in the measurement of the community’s exposure to aircraft noise.

3.1.8 Two commonly used single event noise descriptors of aircraft and community noise

are the “maximum” A-weighted sound pressure level (LAmax) and the “equivalent” A-

weighted noise level (LAeq).

119


3.1.9 The LAmax and LAeq metrics for an actual single aircraft overflight are illustrated in

the following diagram. The LAeq for the aircraft noise event is the “equivalent” noise level

that has the same total sound energy as the actual varying measured sound pressure level over

the aircraft movement. The LAeq value will normally be less than the LAmax value.

50

60

70

80

90

100

110

120

0 5 10 15 20 25 30 35

dB

(A)

Time (seconds)

LAmax

LAeq88.9

96.8

3.1.10 The above diagram illustrates that, as in this case, the noise from an aircraft

overflight often has two peaks with only the higher peak being the LAmax value.

3.1.11 Other single event noise parameters commonly used in reporting aircraft noise

include the Sound Exposure Level (SEL) and the Effective Perceived Noise Level (EPNL).

3.1.12 Equal energy noise descriptors include the “equivalent” A-weighted noise level

averaged over a specified time (LAeq,T), the Australian Noise Exposure Forecast (ANEF), the

Noise Exposure Forecast (NEF), and the Day Night Level (DNL). These parameters need to

be calculated and cannot be directly measured by a noise monitor.

3.1.13 Numerous studies around the world have shown that the equal energy indices are

more related to people’s reaction to aircraft noise than single event parameters such as the

LAmax, or SEL.

3.1.14 Australian Standard AS 2021-2000, “Acoustics – Aircraft noise intrusion – Building

siting and construction” requires that land use planning around Australian civilian airports and

military airfields be based on an endorsed ANEF. The ANEF is produced using the USA’s

Federal Aviation Administration’s Integrated Noise Model (INM) which calculates the future

noise exposure over a 24 hour period based on the averaged aircraft movements over the

annual operational period of the aerodrome, ie the total number of aircraft movements divided

by the number of operational days in a year.

3.1.15 AS 2021-2000 identifies in Section A2.4:

"In many cases the military flying activities conducted at Defence airfields may be

limited to weekdays. Consequently, a daily movement average based on 365 days of

activity per year, as assessed for civil aerodromes, may not be appropriate when

producing the ANEF for military airfields and joint Defence/civil airports. When

120


military flying activities at an airfield are expected to occur for less than 365 days

per year, average daily movement numbers for military aircraft may be assessed on

the basis of average aircraft movements during operating days only."

3.1.16 AS2021 does not identify the determination of an average day for a mixed use

aerodrome. As the intent of an ANEF map for a military aerodrome is to identify the noise

impact of military operations, which tend to produce higher noise levels than for civilian

operations at the same aerodrome, the average daily operations used for the ANEF must be

different to a domestic or international civilian airport.

3.1.17 For the preparation of the Hawk LIF EIS the Commonwealth Department of

Environment required the ANEF to utilise:

a. the average daily civil aircraft movements calculated by dividing the

forecast annual civil aircraft movements by 365 flying days.

b. the average daily military aircraft movements calculated by dividing the

forecast annual military aircraft military aircraft movements by 240 flying

days at RAAF Base Darwin, and

3.1.18 In a layman’s sense the ANEF for RAAF Base Darwin shows the aircraft noise

exposure on days when military operations occur. Therefore on days when military operations

do not occur, the noise exposure will be less, and for weekends may be further reduced by a

lower number of civilian aircraft movements. The Leq and maximum levels appended to this

report reflect that position.

3.1.19 The future exposure to aircraft noise is illustrated as ANEF contours drawn on a map

of the environs around the aerodrome. The contours show increasing aircraft noise exposure

from 20 ANEF to 40 ANEF. These ANEF contour numbers are not related to any value of the

single event noise parameters and cannot be directly measured.

3.1.20 In addition to an ANEF, there is an Australian Noise Exposure Index (ANEI). The

ANEI is produced using the INM and is a calculation of the noise exposure of actual aircraft

operations from a previous year (as distinct from a forecast of future operations). The ANEI

has the same units as the ANEF and is the average daily aircraft noise exposure around the

aerodrome for that year. As the ANEI represents the predicted noise exposure for operations

in the past, any comparison with existing aircraft noise levels can only relate to an ANEI

rather than a future ANEF.

3.1.21 For the insulation of buildings within the 20 ANEF contour, the Australian Standard

AS2021-2000 utilises the “Aircraft noise level” as the highest external level determined for

each aircraft operation and mode. The “Aircraft noise level” is location specific. The

maximum levels in Tables C4, C5 and C6 provide an arithmetic average, the minimum and

the maximum of the range of aircraft maximum levels recorded for the different aircraft types.

The aircraft maximum levels in Tables C4, C5 and C6 are not “Aircraft noise levels” as

defined in AS2021-2000.

3.1.22 The inquiry by the Senate Select Committee on Aircraft Noise in Sydney (Falling on

Deaf Ears - 1995) found that the ANEF System was not generally understood and

recommended that the ANEF be supplemented by additional acoustic metrics.

121


3.1.23 Whilst not required by AS 2021-2000 for measuring noise exposure, the LAeq,T

parameter may be used as a supplementary acoustic for the measurement of aircraft noise

exposure in Australia. The LAeq,T parameter is the summation of all the LAeq values for

each aircraft operation, logarithmically averaged over a period of time typically 16 or 24

hours. The LAeq may also be referenced as Leq. A 24 hour LAeq is often referenced as

Leq 24.

3.1.24 Many acoustic studies around the world have confirmed that there is a direct

relationship with the 24 hour LAeq parameter and people’s reaction to aircraft noise, with one

study in the UK (The Aircraft Noise Index Study - 1985) identified a step in people’s reaction

at a LAeq of 57 dB(A). Based on this report, the UK Government adopted the LAeq

parameter as a measure of aircraft noise and used 57 dB(A) as the approximate value where

there is general community annoyance from aircraft noise. Evidence from the study showed

that people become moderately disturbed at LAeq 65 dB(A) and were considered highly

disturbed at LAeq 70 dB(A).

3.1.25 The World Health Organisation (WHO) recommends that, for transportation

activities, the noise exposure should be measured in terms of the average 24 hour LAeq and

recommends an external 55dB(A) as the value where people start to became annoyed with

aircraft noise.

3.1.26 The Leq and some derived parameters are used by many other countries around the

world as the simplest means of measuring people’s reaction to aircraft noise. Most of Europe

use the WHO LAeq recommendations. Canada uses the NEF system which is similar to the

ANEF system but with a different night weighting. The USA and New Zealand use the DNL

system which is a LAeq with a night weighting from 10 pm to 7 am.

3.1.27 Airservices Australia has reported (refer to pages 7-8 of the Q2 2005 NFPMS report

for RAAF Base Darwin) that an order of magnitude estimate for comparison with the ANEI

value can be obtained by subtracting 35 dB(A) from the average 24 hour LAeq value. The

WHO external noise recommendation of 55 dB(A) would therefore approximate an ANEI

value of 20. An average 24 hour LAeq value of 60 dB(A) would approximate an ANEI value

of 25 being the “unacceptable” limit for residential housing under AS 2021-2000. Similarly

for comparison purposes, a LAeq value of 65 dB(A) would approximate ANEI 30 and LAeq

70 dB(A) would approximate ANEI 35.

3.1.28 Because the equal energy parameters are not easily understood, additional

supplementary parameters have also been used to further describe aircraft noise. The LAmax

metric is the most common supplementary aircraft noise parameter used around the world.

The WHO recommends that for aviation operations, in addition to the LAeq, additional

descriptors such as LAmax should also be reported.

122


3.1.29 In 2000, the then Australian Department of Transport and Regional Services

(DOTARS) suggested the Number Above (NA) parameter also be used as an additional

indicator of the community’s exposure to aircraft noise. This parameter provides an average

daily number of aircraft noise events above a certain LAmax dB(A) level. The N70 parameter

represents the daily average number of aircraft noise events greater than a LAmax of

70 dB(A), N85 for average aircraft noise events greater than 85 dB(A) etc. DOTARS

recommended that the N70 parameter be used as 70 dB(A) is the LAmax level where speech

communication can be disrupted by aircraft noise. The benefit of the NA parameter is yet to

be quantified as the relationship between a particular NA value and people’s annoyance or

disturbance has not been established.

3.1.30 This quarterly report on the noise exposure of existing aircraft operations on the local

community documents the quarterly average 24 hour LAeq value. The NA parameters of N70

and N85 are also documented.

123


3.2 Factors Affecting the Propagation of Aircraft Noise

3.2.1 The noise level measured at each NMT can vary considerably between similar

operations by the same aircraft type. The variation can be in excess of a sound pressure level

of 10 dB(A) – a doubling of the subjective loudness of a particular sound.

3.2.2 The factors affecting the measured noise level at a particular location include the

following:

a. thrust setting of the aircraft,

b. attitude,

c. configuration of the aircraft,

d. flight track flown,

e. distance of the monitor to the aircraft position, and

f. environmental (weather) considerations.

3.2.3 The thrust setting of the engines of the aircraft is probably the most important

consideration as this represents the noise power at the source. The thrust setting will be

dependent on payload, range, configuration, pilot technique, weather conditions (particularly

wind and temperature) and whether the aircraft is accelerating, decelerating or in a constant

power setting. This is particularly important for military aircraft, which may use afterburner

power which may significantly increase the noise level.

3.2.4 The attitude of the aircraft can also affect the propagation of the noise level from the

aircraft. The noise level can be dependent on whether the aircraft is climbing, descending,

banking or in level flight. Banking, in particular, can shield the noise output from the engines

from the observer.

3.2.5 The configuration of the aircraft such as flap settings and undercarriage position can

also affect the noise generated by the aircraft. The lowering of flaps and undercarriage will

usually result in an increase in aircraft noise from the disturbed air flow and turbulence.

3.2.6 The flight track flown and the distance of the noise monitor from the actual aircraft

position also have a bearing on the recorded noise level. The noise is dissipated through the

atmosphere in proportion to the square of the distance. A doubling of the distance will result

in a decrease in the noise level by approximately 6 dB(A).

3.2.7 Environmental considerations affecting the propagation of aircraft noise through the

atmosphere include the following:

a. atmospheric absorption,

b. wind,

c. temperature gradient, and

d. lateral attenuation.

124


3.2.8 Atmospheric absorption influences the propagation of aircraft noise and hence the

impact on the community. Temperature and humidity affect the absorptive properties of the

atmosphere; this in turn affects change in the rate of the attenuation, which is not the same

over the audible frequency spectrum. For example, over distances lower frequency sounds are

less attenuated than higher frequency sounds. Cloud cover affects how aircraft noise is

reflected and carried through the atmosphere. For example, cloud cover tends to reflect

aircraft noise and therefore on a cloudy day aircraft noise will be carried over a longer

distance.

3.2.9 Wind direction and strength can also impact on the propagation of the aircraft noise

through the atmosphere. The propagation of noise from source to receiver will vary whether

the receiver is upwind, downwind or crosswind from the source. Similarly, the strength of the

wind can increase or decrease the sound depending on the relative positions of the source and

the receiver.

3.2.10 Temperature gradient, particularly where there is an occurrence of temperature

inversion, will also impact on the noise received at a monitor from a particular aircraft

operation. Depending on the conditions existing at the time the sound waves may be

dispersed upwards, downwards, towards or away from the receiver.

3.2.11 Lateral attenuation is described as being the absorption of aircraft noise from the

ground, diffraction and directivity effects. Lateral attenuation is considered as excess

attenuation, whereas by the same token the noise may be reflected from water bodies;

expanses of hard surfaces etc. and cause an increase in the noise level thereby reducing the

attenuation.

3.2.12 Weather data for RAAF Base Darwin is collected by the Darwin RAAF

Meteorological Office. The relevant monthly weather data can be compared with the long

term average over the last 70 years to determine whether there have been any abnormal

weather conditions. Detailed weather information for RAAF Base Darwin for the previous 14

months is available on the internet at the following site:

http://www.bom.gov.au/climate/dwo/IDCJDW2145.latest.shtml.

125


3.3 Noise Environment at RAAF Base Darwin

NMT Locations

3.3.1 The community-based NMT locations in the vicinity of RAAF Base Darwin have

been located to report the noise exposure from aircraft operations associated with the Base.

The noise exposure at each community-based NMT location is assessed in this report and

details of the aircraft operations which triggered a noise event documented.

3.3.2 Four NMTs have been located outside the Base within communities in the vicinity of

the airfield. These NMTs are illustrated on Figure 36 – NMT Location Plan and have been

installed at the following locations:

a. Ludmilla Primary School

b. Jingili Primary School

c. Karama Primary School

d. Berrimah Farm

3.3.3 Figure 35 shows graduated shading with a radius of up to 3.5 km from each NMT

location. This zone identifies the area where aircraft are likely to generate a noise event at the

NMT location. Analysis of the NFPMS data revealed that an aircraft with a high noise

signature such as an F/A-18 Hornet can register a noise event at a NMT as far away as 3.5 km,

whereas less noisy aircraft such as light civil aircraft needed to be much closer to the NMT to

register a noise event.

126


INSERT FIGURE 35 (NMT LOCATION PLAN)

127


BLANK PAGE

128


24 Hour Average LAeq

3.3.4 Table 4 shows the monthly and quarterly average 24 hour LAeq of all correlated

aircraft noise events recorded for each of the NMTs at RAAF Base Darwin, including those by

unknown aircraft. The average 24 hour LAeq value is the logarithmic average of all the

recorded aircraft noise events. The logarithmic averages are calculated by converting the daily

LAeq values to the equivalent acoustic energy and then averaging the acoustic energy over the

total time period. The resultant average acoustic energy is then converted back to a LAeq

value (in dB(A)). A more detailed breakdown of the 24 hour LAeq for each day of each

month for each NMT can be found in Annex C – Community Exposure to Aircraft Noise,

Tables C1 to C3.

Table 4 – Average 24 Hour LAeq – Quarter 1 2011

NMT January

2011

February

2011

March

2011

Average for

Q1 2011

Berrimah Farm 43.1 44.5 44.4 44.2

Karama Primary School 38.5 39.0 42.5 40.5

Jingili Primary School 37.0 42.2 43.2 41.7

Ludmilla Primary School 43.3 42.8 45.4 44.1

129


3.3.5 Table 5 shows the quarterly average 24 hour LAeq of all correlated aircraft noise

events recorded for each of the NMTs for Quarter 1 and each of the preceding three quarters.

This table includes all recorded noise events including those by unknown aircraft.

Table 5 – Quarterly Average 24 Hour LAeq

NMT Q1 2011 Q4 2010 Q3 2010 Q2 2010

Berrimah Farm 44.2 45.3 N/A N/A

Karama Primary School 40.5 45.5 N/A N/A

Jingili Primary School 41.7 43.0 N/A N/A

Ludmilla Primary School 44.1 42.7 N/A N/A

3.3.6 The highest average 24 hour LAeq reading of 44.2 dB(A) for Quarter 1 2011 was

recorded at the Berrimah Farm NMT location. The lowest average 24 hour LAeq reading of

40.5 dB(A) for Quarter 1 2011 was recorded at the Karama Primary School NMT location.

130


Average LAmax

3.3.7 Tables 6 to 8 summarise the aircraft noise events recorded by the DAR NFPMS at the

community-based NMT locations. These tables include all correlated aircraft noise events

including those by unknown aircraft. The average LAmax value is the arithmetic average

(mean) of all the events. A more detailed breakdown of aircraft noise events by NMT can be

found in Annex C – Community Exposure to Aircraft Noise, Table C4 to C6.

3.3.8 Table 6 details the arithmetic average LAmax at the community-based NMT locations

for arrivals at RAAF Base Darwin.

Table 6 – Average LAmax – Arrivals – Quarter 1 2011

Aircraft RWY Berrimah

Farm NMT

Karama

Primary

School NMT

Jingili

Primary

School NMT

Ludmilla

Primary

School NMT

B737 29 59.3 - - -

C17 29 64.8 - - -

C130/30J 29 60.0 - - -

K35R 29 60.7 - - -

P3 29 62.4 - - 68.2

A320/321 29 57.2 66.6 53.7 69.1

A340-300 29 58.0 - - -

A340-600 29 57.5 - - -

B717-200 29 57.3 72.6 - 64.8

B767-300 29 65.7 - - -

B752 29 58.9 - - -

E170/190 29 60.9 - - -

LJ 35/45 29 70.3 67.9 - -

F100 29 54.7 - - -

F28 29 60.5 - - -

GLF4 29 61.2 68.8 - -

B190 29 62.4 72.6 - -

DC10 29 60.2 - - -

Dash 8 29 59.6 70.5 74.3 -

MD82 29 60.9 - - -

Metroliner 29 61.9 73.3 - -

SAAB

340

29 61.6 - - -

WW24 29 63.6 - - -

Light

Civil

29 62.4 69.5 60.5 74.8

Helicopter 29 64.8 76.1 - 71.1

Unknown 29 64.9 70.2 74.6 69.7

A320/321 11 - - 52.0 63.6

B717-200 11 - - 85.6 -

B190 11 - 66.8 64.7 70.8

Dash 8 11 - 60.5 67.0 71.6

131


Metroliner 11 - - 69.1 73.5

Light

Civil

11 73.8 61.5 67.9 68.7

Helicopter 11 - - - 75.3

Unknown 11 - - 73.9 69.2

B190 18 - - 72.5 -

Dash 8 18 - - 72.5 -

Metroliner 18 - - 64.7 -

Light

Civil

18 74.2 69.2 -

Helicopter 18 - - 74.6 -

Unknown 18 - - 69.6 65.7

Dash 8 36 - - - 67.6

Metroliner 36 69.3 - - 71.5

Helicopter 36 - - - 72.9

Light

Civil

36 68.5 - - 73.2

Unknown 36 - - - 68.9

Helicopter H - - 70.4 -

Unknown H 62.0 71.1 71.4 72.1 For more details, refer to Annex C – Community Exposure to Aircraft Noise Events, Tables C4 to C6.

132



for departures at RAAF Base Darwin.

Table 7 – Average Lamax – Departures – Quarter 1 2011


Farm

NMT

Karama

Primary

School NMT

Jingili

Primary

School NMT

Ludmilla

Primary

School NMT

B737 11 66.9 54.9 64.8 -

C17 11 73.4 - - -

C130/30J 11 64.8 - - -

P3 11 67.1 - - -

A330-300 11 68.0 - - -

A320/321 11 65.4 58.4 57.5 63.6

A340-300 11 69.7 54.1 - -

B717-200 11 63.5 71.1 - -

B747-400 11 62.0 - - -

B767-300 11 68.5 - - -

E170/190 11 65.5 - 52.1 65.2

LJ 35/45 11 61.9 - - -

GLF4 11 61.6 - - -

B190 11 65.0 64.1 - -

F100 11 64.3 - - -

Dash 8 11 62.1 - - 74.7

MD82 11 75.1 71.9 - -

Metroliner 11 66.1 - - -

SAAB 340 11 66.4 - 64.1 -

WW24 11 66.5 - - -

Light Civil 11 64.2 65.9 68.1 69.2

Helicopter 11 68.3 72.7 68.4 66.1

Unknown 11 66.0 71.1 72.6 67.8

Metroliner 18 - - - 69.5

Light Civil 18 - - 78.2 67.6

Unknown 18 - - 69.9 68.9

P3 29 - - - 70.0

F16 29 85.7 - 76.5 75.0

A124 29 - - 66.7 -

A340-600 29 - - - 64.0

A340-300 29 - - 55.6 64.3

B717-200 29 - - 61.5 68.9

B767-300 29 - - 74.7 68.7

A320/321 29 - 56.2 56.6 65.1

B737 29 - 64.5 61.8 64.2

B747-400 29 - - - 68.0

C17 29 - - - 67.3

C130/30J 29 - - 66.6 -

C560 29 - - - 67.5

E170/190 29 - 62.1 60.0 64.0

133


F28 29 - - - 66.4

K35R 29 - - - 61.5

B190 29 64.0 - 65.0 69.7

Dash 8 29 - - 70.2 71.3

MD82 29 - - 67.9 70.6

Metroliner 29 68.1 - 67.2 70.4

SAAB 340 29 - - - 66.7

Light Civil 29 61.5 59.0 66.3 68.7

Helicopter 29 - 63.2 62.3 67.1

Unknown 29 67.0 80.0 70.0 71.0

Light Civil 36 - - 79.9 -

Unknown 36 - - 77.1 67.3

Helicopter H - 67.1 - -

Unknown H - 72.9 69.7 70.0 For more details, refer to Annex C – Community Exposure to Aircraft Noise Events, Tables C4 to C6.

134



for circuit movements at RAAF Base Darwin.

Table 8 – Average Lamax – Circuits – Quarter 1 2011


Farm NMT

Karama

Primary

School NMT

Jingili

Primary

School NMT

Ludmilla

Primary

School NMT

P3 11 - 72.5 67.4 -

B190 11 57.7 65.2 74.1 68.6

D328 11 64.1 - - 74.6

Metroliner 11 64.3 - - -

Light Civil 11 62.0 - - -

Unknown 11 64.9 67.7 70.1 68.1

Unknown 18 59.9 74.0 70.8 -

A320/321 29 60.4 - - 68.6

B717-200 29 70.3 - - -

B767-300 29 - - - 66.4

P3 29 66.1 76.1 75.4 70.2

B190 29 69.5 72.4 - -

D328 29 61.2 - - -

WW24 29 54.9 - - -

Light Civil 29 66.7 65.8 65.2 67.9

Helicopter 29 62.5 - 70.6 -

Unknown 29 65.6 70.7 69.0 70.4

Metroliner 36 - - 64.1 -

Unknown 36 65.9 - - 71.4

Unknown H 69.1 70.9 71.7 69.0 For more details, refer to Annex C – Community Exposure to Aircraft Noise Events, Tables C4 to C6.

3.3.11 For more details, refer to Annex C – Community Exposure to Aircraft Noise Events,

Table C4 to C6.

135


NA Noise Events

3.3.12 Table 9 details the noise events from all recorded aircraft (military, civil and unknown)

in terms of N70 and N85 for Quarter 1 2011. There were 90 days in the quarter so the average

number of aircraft noise events per day is simply the total number of events divided by 90.

Table 9 – N70 and N85 Noise Events for All Aircraft for Quarter 1 2011

Berrimah

Farm NMT

Karama

Primary

School NMT

Jingili Primary

School NMT

Ludmilla

Primary

School NMT

Total N70 Events 196 276 236 209

Average N70 Events 2.2 3.1 2.6 2.3

Total N85 Events 6 - 7 2

Average N85 Events 0.1 - 0.1 0.02

Note – Average N70 and N85 events calculated based on 90 days in the quarter.

3.3.13 Table 10 details the noise events from known military aircraft movements only in

terms of N70 and N85 for Quarter 1 2011. Some military aircraft movements may be classified

in the unknown category and therefore are not be included in Table 10. There were 64

operational days in the quarter so the average number of aircraft noise events per day is simply

the total number of noise events from military aircraft movements divided by 64.

Table 10 – N70 and N85 Noise Events for Military Aircraft for Quarter 1 2011

Berrimah

Farm NMT

Karama

Primary

School NMT

Jingili Primary

School NMT

Ludmilla

Primary

School NMT

Total N70 Events 1 - - -

Average N70 Events 0.02 - - -

Total N85 Events - - - -

Average N85 Events - - - -

Note – Average N70 and N85 events calculated based on 64 military operating days in the quarter.

3.3.14 Table 11 details the noise events from known civil aircraft movements only in terms of

N70 and N85 for Quarter 1 2011. Some civil aircraft movements may be classified in the

unknown category and therefore are not be included in Table 11. There were 90 days in the

quarter so the average number of aircraft noise events per day is simply the total number of

noise events from civil aircraft movements divided by 90.

Table 11 – N70 and N85 Noise Events for Civil Aircraft for Quarter 1 2011

Berrimah

Farm NMT

Karama

Primary

School NMT

Jingili Primary

School NMT

Ludmilla

Primary

School NMT

Total N70 Events 57 37 38 41

Average N70 Events 0.6 0.4 0.4 0.4

Total N85 Events - - 3 1

Average N85 Events - - 0.03 0.01

Note – Average N70 and N85 events calculated based on 90 days in the quarter.

136


BLANK PAGE


Annex A

Glossary


BLANK PAGE

A1


Glossary

Aircraft Movement

An aircraft arriving or departing a runway.

ANEF

Aircraft Noise Exposure Forecast. A single number index for predicting the future cumulative

exposure to aircraft noise in communities near aerodromes during a specified time period,

typically averaged over one year.

ANEI

Aircraft Noise Exposure Index. A single number index for predicting the exposure to aircraft

noise in communities near aerodromes during a specified previous time period, typically

averaged over one year.

Arrival

An aircraft entering the local area and landing on a runway.

dB

The Sound Pressure Level (SPL) expressed on a logarithmic scale.

dB(A)

The A-weighted dB which is frequency adjusted to replicate the sound detected by the human

ear.

Departure

An aircraft taking off from a runway and leaving the local area.

Circuit

A procedure where an aircraft departs the runway, circles the airfield and then lands. One

circuit operation includes two circuit movements. Often circuit operations include a number

of touch-and–goes where the number of aircraft movements will be greater than two,

depending on the number of touch–and–goes completed.

EPNL

The Effective Perceived Noise Level (EPNL) is the tone adjusted noise level in dB. For an

aircraft noise event it is the perceived noise level of a continuous reference sound which in the

same total time would convey the same summated noise annoyance to a listener. The EPNL is

the descriptor used for the certification of aircraft noise and is used for the production of

ANEFs.

LAmax

LAmax is the single event maximum A-weighted sound level reached during an aircraft

movement.

A2


LAmax low value

This is the lowest LAmax value in a range of LAmax values for particular operations.

LAmax high value

This is the highest LAmax value in a range of LAmax values for particular operations.

LAmax average value

This is the arithmetically average of a range of LAmax values from the LAmax low value to

the LAmax high value for particular operations.

LAeq

The “equivalent noise level” (LAeq) is the energy equivalent noise level measured in A-

weighted decibels (dB(A)). It is a time-averaged sound level; a single-number value that

expresses the time-varying sound level for the specified period as though it were a constant

sound level with the same total sound energy as the time-varying level. Consequently the

LAeq is the constant noise level that if continued over the sample period would have the same

energy as the actual varying, measured sound level. The time period needs to be specified and

can be one hour, 24 hours or the operational hours of the Base.

Number Above (NA)

The NA contour for an airport represents the number of noise events occurring greater than a

particular dB(A) level over a specified time period. The greatest numbers of occurrences are

closer to aircraft flight tracks and the airport runway, and decreases as the distance from the

vicinity of these is increased. The N70 is the number of aircraft noise events above 70 dB(A)

for an average day. The 70 dB(A) is seen as a critical threshold value as it is equivalent to a

single internal noise event of 60 dB(A), assuming that the aircraft noise is attenuated by

approximately 10dB(A) by the fabric of a house with open windows. An aircraft noise event

of 60 dB(A) in a domestic dwelling will likely interfere with a conversation or listening of a

radio or television. An aircraft noise level of 70 dB(A) outside would require a person to raise

their voice noticeably.

The N70 is a good indication of aircraft noise because it represents the way in which aircraft

noise is generally perceived and experienced. The N70 contour is scalar, and as the number of

flights on a flight track doubles, the N70 event occurrence doubles. However like other noise

metrics, the N70 contour can give the impression that no aircraft noise occurs outside the

contours, which is not the case.

Other NA parameters are often produced such as the N80, N85, N90, N95 and N100. The

N85 parameter is important as 85 dB(A) is the noise level which represents the practical limit

where residential building noise insulation can reduce the internal noise to an acceptable level.

A Noise and Flight Path Monitoring Systems (NFPMS) gathers the noise information with

respect to the monitoring site. The measured NA values provide information that is preferred

by some people as an aircraft noise descriptor, and provides a tool for checking the position of

predicted NA contours. However the NA values only provide information very near the noise

monitoring terminals, and the data should be treated with caution as sound pressure levels can

change significantly over relatively short distances.

A3


Sound Exposure Level

The Sound Exposure Level (SEL) is an A-weighted noise level logarithmically summed over

the noise event and referenced to a duration of one second.

Secondary Surveillance Radar

A Secondary Surveillance Radar (SSR) provides data on aircraft positions to air traffic control

by interrogating a transponder on the aircraft. The target aircraft’s transponder responds to the

interrogation by transmitting a coded reply signal.

The Australian Advanced Air Traffic System

The Australian Advanced Air Traffic System (TAAATS) is an integrated air traffic

management system which provides air traffic services over most of Australia’s airspace from

two centres located at Melbourne and Brisbane.

Touch-and-Go

A procedure whereby an aircraft lands and takes off without coming to a stop.

Track Density

A plot of accumulated flight tracks counted over an 18 metre by 18 metre grid.

A4


BLANK PAGE


Annex B

Aircraft Movement Details


BLANK PAGE

B1


Aircraft Movement Details

Aircraft Movements

Table B1 contains a detailed breakdown of aircraft movement by aircraft types for Quarter 1

2011.

Table B1 – Aircraft Movements by Type – Quarter 1 2011

Aircraft

Category

Aircraft Type Number of

Movements

Military Fast Jet

F16 4

Military Other Jet

Airbus A343 61

Boeing 737 / E737 15

Boeing C-17 Globemaster 14

Boeing KC-135 (K35R) 15

Bombardier Challenger 604 8

Military Propeller

Lockheed C-130/C-30J Hercules 33

Lockheed P-3C Orion 175

Military Helicopter

Sikorsky S-70A-9 Blackhawk 1

Civil Heavy Jet

Airbus 330-300 1

Airbus 340-600 2

Antonov 124 2

Boeing 707-320 2

Boeing 747-200 4

Boeing 747-400 2

Boeing 767-300 182

McDonnell Douglas DC-10 3

Civil Medium Jet

Airbus 319/320/321 1,749

Boeing 717-200 686

Boeing 737 series 1,074

Boeing 757-200 2

Boeing C-135 Stratolifter 5



Bombardier Global Express 2

British Aerospace 125 / Hawker 800 10

Cessna Citation Excel (Model 560XL) 2

Cessna Citation III 3

Cessna Citation Sovereign 3

Cessna Citation X 2

Embraer E-170/190 666

Fokker F28 Fellowship 8

B2


Aircraft

Category


Movements

Fokker F100 12

Gulfstream 150 2

Gulfstream IV 9

Gulfstream V 2

Hawker 400 58

Hawker 4000 HA4T 2

Israel Aircraft Industries Westwind 24 29

Learjet 35/45 48

Learjet 60 2

McDonnell Douglas MD-82 6

Civil Business Jet

Cessna Citation CJ4 (model C25C) 2

Cessna Citation Jet 2

Cessna Citation Mustang Model 510 2

Embraer EMB-505/300 Phenom 2

Civil Commuter Propeller

Beechcraft 1900D 1,083

Bombardier Dash 8-200/300/Q400 399

Dornier 328 44

Fairchild Swearingen Metroliner 1,220

SAAB 340 107

Civil Light Propeller

Beechcraft 200 King Air 845

Beechcraft 350 Super King Air 8

Beechcraft 300 Super King Air 8

Beechcraft 55/58 Baron 292

Britten Norman BN-2A/B Islander 2

Cessna Caravan 3

Cessna Centurion 34

Cessna 206 1

Cessna 310 638

Cessna 402 1,066

Cessna 404 Titan 1,485

Cessna 441 Conquest II 556

Cirrus SR22 2

Embraer EMB 120 Brasilia 727

Grumman G-73 Mallard 145

Pacific Aerospace P-750 XSTOL 1

Partenavia P68 4

Pilatus PC-12 323

Piper PA-31 Navajo 632

Piper PA-32R Saratoga 6

Piper PA-34 Seneca 2

Socata TBM 700 2

Civil Helicopter

Aerospatiale AS-332 Super Puma 48

B3


Aircraft

Category


Movements

. Eurocopter EC135 9

MBB/Kawasaki BK 117 8

Sikorsky S-92 133

Unknown aircraft type

Unknown aircraft type 6,785

TOTAL: 21,542

B4


Table B2 contains a detailed breakdown of aircraft arrival movements by aircraft types to each

of the two runways and helipads.

Table B2 – Aircraft Types – Arrivals – Quarter 1 2011

Aircraft Type RWY 11 RWY 18 RWY 29 RWY 36 H Total

Military Fast Jet

F16 - - 2 - - 2

Military Other Jet

Airbus A343 6 - 25 - - 31

Boeing 737 / E737 - - 8 - - 8

Boeing C-17 Globemaster 2 - 5 - - 7

Boeing KC-135 (K35R) - - 8 - - 8

Bombardier Challenger 604 - - 4 - - 4

Military Propeller

Lockheed C-130/C-30J Hercules 2 - 14 - - 16

Lockheed P-3C Orion 8 - 48 - - 56

Military Helicopter

Sikorsky S-70A-9 Blackhawk - - 1 - - 1

Civil Heavy Jet

Airbus 330-300

Airbus 340-600 - - 1 - - 1

Antonov 124 - - 1 - - 1

Boeing 707-320 - - 1 - - 1

Boeing 747-200 - - 2 - - 2

Boeing 747-400 - - 1 - - 1

Boeing 767-300 17 - 80 - - 97

McDonnell Douglas DC-10 - - 1 - - 1

Civil Medium Jet

Airbus 319/320/321 170 - 708 - - 878

Boeing 717-200 37 - 309 - - 346

Boeing 737 series 93 - 456 - - 549

Boeing 757-200 - - 1 - - 1

Boeing C-135 Stratolifter - - 3 - - 3

Bombardier Challenger 300 1 - - - - 1

Bombardier Challenger 600 - - 4 - - 4

Bombardier Global Express - - 1 - - 1

British Aerospace 125 / Hawker 800 3 - 2 - - 5

Cessna Citation Excel (Model 560XL) - - 1 - - 1

Cessna Citation III - - 2 - - 2

Cessna Citation Sovereign - - 2 - - 2

Cessna Citation X - - 1 - - 1

Embraer E-170/190 53 - 279 - - 332

Fokker F28 Fellowship - - 4 - - 4

Fokker F100 3 - 3 - - 6

Gulfstream 150 - - 1 - - 1

Gulfstream IV 1 - 4 - - 5

Gulfstream V - - 1 - - 1

B5



Hawker 400 1 - 27 - - 28

Hawker 4000 HA4T - - 1 - - 1

Israel Aircraft Industries Westwind 24 - - 22 - - 22

Learjet 35/45 6 - 23 - - 29

Learjet 60 - - 1 - - 1

McDonnell Douglas MD-82 1 - 2 - - 3

Civil Business Jet

Cessna Citation CJ4 (model C25C) - - 1 - - 1

Cessna Citation Jet 1 - - - - 1

Cessna Citation Mustang Model 510 - - 1 - - 1

Embraer EMB-505/300 Phenom - - 1 - - 1


Beechcraft 1900D 103 1 413 15 - 532

Bombardier Dash 8-200/300/Q400 32 2 242 21 - 297

Dornier 328 - - 12 - - 12

Fairchild Swearingen Metroliner 112 9 347 133 - 601

SAAB 340 9 - 41 4 - 54


Civil Light Propeller sub-total 440 77 2,275 521 - 3,313

Civil Helicopter

Aerospatiale AS-332 Super Puma 2 1 6 4 9 22

MBB/Kawasaki BK 117 1 - - - 1 2

Sikorsky S-92 11 2 40 13 1 67


Unknown 219 119 979 461 293 2,071

Total 1,334 211 6,418 1,172 304 9,439

The unknown aircraft type made up 21.9% of the total arrivals.

B6


Table B3 contains a detailed breakdown of aircraft departure movements by aircraft types

from each runway.

Table B3 – Aircraft Types – Departures – Quarter 1 2011


Military Fast Jet

F16 - - 2 - - 2

Military Other Jet

Airbus A343 10 - 20 - - 30

Boeing 737 / E737 - - 7 - - 7

Boeing C-17 Globemaster 1 - 6 - - 7

Boeing KC-135 (K35R) - - 7 - - 7

Bombardier Challenger 604 1 - 3 - - 4

Military Propeller

Lockheed C-130/C-30J Hercules 5 - 12 - - 17


Military Helicopter

Nil

Civil Heavy Jet

Airbus 330-300 1 - - - - 1

Airbus 340-600 - - 1 - - 1

Antonov 124 - - 1 - - 1

Boeing 707-320 - - 1 - - 1

Boeing 747-200 - - 2 - - 2

Boeing 747-400 - - 1 - - 1

Boeing 767-300 11 - 71 - - 82

McDonnell Douglas DC-10 - - 2 - - 2

Civil Medium Jet

Airbus 319/320/321 214 - 648 - - 862

Boeing 717-200 105 - 230 - - 335

Boeing 737 series 109 - 413 - - 522

Boeing 757-200 - - 1 - - 1

Boeing C-135 Stratolifter - - 2 - - 2

Bombardier Challenger 300 1 - - - - 1

Bombardier Challenger 600 1 - 3 - - 4

Bombardier Global Express - - 1 - - 1

British Aerospace 125 / Hawker 800 2 - 3 - - 5

Cessna Citation Excel (Model 560XL) - - 1 - - 1

Cessna Citation III - - 1 - - 1

Cessna Citation Sovereign 1 - - - - 1

Cessna Citation X - - 1 - - 1

Embraer E-170/190 77 - 254 - - 331

Fokker F28 Fellowship - - 4 - - 4

Fokker F100 3 - 3 - - 6

Gulfstream 150 - - 1 - - 1

Gulfstream IV 1 - 3 - - 4

Gulfstream V - - 1 - - 1

B7



Hawker 400 5 - 23 - - 28

Hawker 4000 HA4T - - 1 - - 1

Israel Aircraft Industries Westwind 24 2 - 1 - - 3

Learjet 35/45 4 - 15 - - 19

Learjet 60 - - 1 - - 1

McDonnell Douglas MD-82 1 - 2 - - 3

Civil Business Jet

Cessna Citation CJ4 (model C25C) - - 1 - - 1

Cessna Citation Jet - - 1 - - 1

Cessna Citation Mustang Model 510 1 - - - - 1

Embraer EMB-505/300 Phenom - - 1 - - 1


Beechcraft 1900D 140 - 384 - - 524

Bombardier Dash 8-200/300/Q400 23 - 79 - - 102

Dornier 328 3 - 3 - - 6

Fairchild Swearingen Metroliner 149 25 429 - - 603

SAAB 340 19 - 34 - - 53


Civil Light Propeller sub-total 757 185 2,381 2 - 3,325

Civil Helicopter

Aerospatiale AS-332 Super Puma 2 - 19 - - 21

MBB/Kawasaki BK 117 1 - 2 - 1 4

Sikorsky S-92 11 - 55 - - 66


Unknown 477 186 1,376 8 272 2,319

Total 2,155 396 6,550 10 273 9,384

The unknown aircraft type made up 24.7% of the total departures.

B8


Table B4 contains a detailed breakdown of circuit movements by aircraft types on each

runway.

Table B4 – Aircraft Types – Circuit Movements – Quarter 1 2011


Military Fast Jet

Nil

Military Other Jet

Nil

Military Propeller


Military Helicopter

Nil

Civil Heavy Jet

Boeing 767-300 - - 3 - - 3

Civil Medium Jet

Airbus 319/320/321 - - 9 - - 9

Boeing 717-200 - - 5 - - 5

Boeing 737 series - - 3 - - 3

Embraer E-170/190 - - 3 - - 3

Hawker 400 - - 2 - - 2

Israel Aircraft Industries Westwind 24 - - 4 - - 4

Civil Business Jet

Nil


Beechcraft 1900D 12 - 15 - - 27

Dornier 328 4 - 22 - - 26

Fairchild Swearingen Metroliner 8 - 5 3 - 16


Civil Light Propeller sub-total 25 2 115 2 - 144

Civil Helicopter

Aerospatiale AS-332 Super Puma - - 5 - - 5

Eurocopter EC135 - - 3 6 - 9

MBB/Kawasaki BK 117 2 - - - - 2


Unknown 225 36 1,731 70 333 2,395

Total 279 38 1,988 81 333 2,719

The unknown aircraft type made up 88.1% of the total circuit movements.

B9


Table B5 contains a detailed breakdown of aircraft movements by aircraft types by operation.

Table B5 – Aircraft Types – Operations – Quarter 1 2011

Aircraft Type Arrivals Departures Circuits Total

Military Fast Jet

F16 2 2 - 4

Military Other Jet

Airbus A343 31 30 - 61

Boeing 737 / E737 8 7 - 15

Boeing C-17 Globemaster 7 7 - 14

Boeing KC-135 (K35R) 8 7 - 15

Bombardier Challenger 604 4 4 - 8

Military Propeller

Lockheed C-130/C-30J Hercules 16 17 - 33

Lockheed P-3C Orion 56 53 66 175

Military Helicopter

Sikorsky S-70A-9 Blackhawk 1 - - 1

Civil Heavy Jet

Airbus 330-300 - 1 - 1

Airbus 340-600 1 1 - 2

Antonov 124 1 1 - 2

Boeing 707-320 1 1 - 2

Boeing 747-200 2 2 - 4

Boeing 747-400 1 1 - 2

Boeing 767-300 97 82 3 182

McDonnell Douglas DC-10 1 2 - 3

Civil Medium Jet

Airbus 319/320/321 878 862 9 1,749

Boeing 717-200 346 335 5 686

Boeing 737 series 549 522 3 1,074

Boeing 757-200 1 1 - 2

Boeing C-135 Stratolifter 3 2 - 5



Bombardier Global Express 1 1 - 2

British Aerospace 125 / Hawker 800 5 5 - 10

Cessna Citation Excel (Model 560XL) 1 1 - 2

Cessna Citation III 2 1 - 3

Cessna Citation Sovereign 2 1 - 3

Cessna Citation X 1 1 - 2

Embraer E-170/190 332 331 3 666

Fokker F28 Fellowship 4 4 - 8

Fokker F100 6 6 - 12

Gulfstream 150 1 1 - 2

Gulfstream IV 5 4 - 9

Gulfstream V 1 1 - 2

Hawker 400 28 28 2 58

B10


Aircraft Type Arrivals Departures Circuits Total

Hawker 4000 HA4T 1 1 - 2

Israel Aircraft Industries Westwind 24 22 3 4 29

Learjet 35/45 29 19 - 48

Learjet 60 1 1 - 2

McDonnell Douglas MD-82 3 3 - 6

Civil Business Jet

Cessna Citation CJ4 (model C25C) 1 1 - 2

Cessna Citation Jet 1 1 - 2

Cessna Citation Mustang Model 510 1 1 - 2

Embraer EMB-505/300 Phenom 1 1 - 2


Beechcraft 1900D 532 524 27 1,083

Bombardier Dash 8-200/300/Q400 297 102 - 399

Dornier 328 12 6 26 44

Fairchild Swearingen Metroliner 601 603 16 1,220

SAAB 340 54 53 - 107


Civil Light Propeller sub-total 3,313 3,325 144 6,782

Civil Helicopter

Aerospatiale AS-332 Super Puma 22 21 5 48

Eurocopter EC135 - - 9 9

MBB/Kawasaki BK117 2 4 2 8

Sikorsky S-92 67 66 - 133


Unknown 2,071 2,319 2,395 6,785

Total 9,439 9,384 2,719 21,542

The unknown aircraft type made up 21.9% of the total arrival movements, 24.7% of the total

departure movements, 88.1% of the total circuit movements and 31.5% of total movements.

B11


Figure B1 shows the daily distribution of aircraft movements from Saturday 1 January to

Monday 31 January 2011.

Figure B1 – Daily Distribution Aircraft Movements by Day for January 2011

0

50

100

150

200

250

300

350

400

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31

M

o

v

e

m

e

n

t

s

Day

Circuits

Departures

Arrivals

There were 6,831 aircraft movements in January 2011, consisting of 2,957 arrivals, 2,912

departures and 962 circuit movements. The circuit movements represented 14.1% of the total

aircraft movements.

There were fewer aircraft movements at the weekends (1/2, 8/9, 15/16, 22/23 and 29/30 of

January) as the military aircraft generally do not fly on weekends and there is usually a

reduction in scheduled airline services on weekends.

B12


Figure B2 shows the daily distribution of aircraft movements from Tuesday 1 February to

Monday 28 February 2011.

Figure B2 – Daily Distribution of Aircraft Movements by Day for February 2011

0

50

100

150

200

250

300

350

400

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28

M

o

v

e

m

e

n

t

s

Day

Circuits

Departures

Arrivals

There were 6,429 aircraft movements in February 2011, consisting of 2,801 arrivals, 2,770


aircraft movements.

There were fewer aircraft movements at the weekends (5/6, 12/13, 19/20 and 26/27 of

February) as the military aircraft generally do not fly on weekends and there is usually a


B13


Figure B3 shows the daily distribution of aircraft movements from Tuesday 1 March to

Thursday 31 March 2011.

Figure B3 –Daily Distribution of Aircraft Movements by Day for March 2011

0

50

100

150

200

250

300

350

400

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31

M

o

v

e

m

e

n

t

s

Day

Circuits

Departures

Arrivals

There were 8,282 aircraft movements in March 2011, consisting of 3,681 arrivals, 3,702


aircraft movements.

There were generally fewer aircraft movements at the weekends (5/6, 12/13, 19/20 and 26/27

of March) as the military aircraft generally do not fly on weekends and there is usually a


B14


Figure B4 shows the aggregation of aircraft movements by time of day for the whole of the

period from Saturday 1 January to Monday 31 January 2011. Generally, most flights after

1700 h or before 0700 h are likely to be civil aircraft operating to and from Darwin Airport.

However military night flying training can occur on occasion after 1900 h.

Figure B4 –Distribution of Aircraft Movements by Time of Day for January 2011

0

100

200

300

400

500

600

700

800

0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23

H

o

u

r

l

y

M

o

v

e

m

e

n

t

s

Hour of the Day

Circuits

Departures

Arrivals

In the early morning period between 0000 h and 0700 h, 8 military aircraft operations took

place in the month of January 2011. All 8 aircraft operations were by Airbus 340-300 aircraft

between the hours of 0135 h and 0655 h during the month of January 2011.

Between 0000 h and 0600 h, there was 1 operation by civil heavy jet aircraft (Antonov 124),

345 operations by civil medium jet aircraft (such as Airbus 320, Boeing 737 and Learjet

35/45), 28 operations by civil medium propeller aircraft (Metroliner, Beechcraft 1900 and

Bombardier Dash8), 76 operations by civil light aircraft and 3 unknown aircraft operations.

Between 0600 h and 0700 h, there were a significant number of scheduled civil airline

operations and 28 unknown aircraft operations.

In the evening period between 1900 h and 2400 h, there were 11 military aircraft operations (4

Airbus 340 and 7 P-3 Orion) and there were 499 aircraft operations undertaken by civil

aircraft during January 2011. Additionally, there were 62 aircraft operations by unknown

aircraft the evening period between 1900 h and 2400 h during January 2011.

B15



reporting period from Tuesday 1 February to Monday 28 February 2011. Generally, most

flights after 1700 h or before 0700 h are likely to be civil aircraft operating to and from

Darwin Airport. However military night flying training can occur on occasion after 1900 h.

Figure B5 –Distribution of Aircraft Movements by Time of Day for February 2011

0

100

200

300

400

500

600

700

800

0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23

H

o

u

r

l

y

M

o

v

e

m

e

n

t

s

Hour of the Day

Circuits

Departures

Arrivals


place in the month of February 2011. An arrival of a P-3 Orion at 0310 h on Sunday 27

February, an arrival of a Boeing KC-135 at 0540 h on Sunday 27 February and 7 aircraft

operations by Airbus 340-300 aircraft between the hours of 0135 h and approximately 0645 h

during the month of February 2011.

Between 0000 h and 0600 h, there were 3 operations by civil heavy jet aircraft ( Airbus 340-

600 and Boeing 767-300), 259 operations by civil medium jet aircraft ( such as Airbus 320,

Boeing 737 and Hawker 400), 30 operations by civil medium propeller aircraft (Metroliner,

Beechcraft 1900, Dornier 328 and Bombardier Dash8), 64 operations by civil light propeller

aircraft, 3 civil helicopter operations and 8 unknown aircraft operations. Between 0600 h and

0700 h, there were a significant number of scheduled civil airline operations and 18 unknown

aircraft operations.


Airbus 340-300, 1 Boeing 737, 2 C-130 Hercules, 2 Bombardier Challenger 604 and 7 P3

Orion) and there were 387 aircraft operations undertaken by civil aircraft during February

2011. Additionally, there were 97 aircraft operations by unknown aircraft in the evening

period between 1900 h and 2400 h during February 2011.

B16



reporting period from Tuesday 1 March to Thursday 31 March 2011. Generally, most flights

after 1700 h or before 0700 h are likely to be civil aircraft operating to and from Darwin

Airport. However military night flying training can occur on occasion after 1900 h.

Figure B6 –Distribution of Aircraft Movements by Time of Day for March 2011

0

100

200

300

400

500

600

700

800

0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23

H

o

u

r

l

y

M

o

v

e

m

e

n

t

s

Hour of the Day

Circuits

Departures

Arrivals


place in the month of March 2011. 14 operations by Airbus 340-300 within the hours of 0101

h and 0650 h, 3 operations by a Boeing KC-135 between the hours of 0245 h and 0620 h and

three operations by P-3 Orion between the hours of 005 h and 0155 h during the month of

March 2011.

Between 0000 h and 0600 h, there was 1 operation by a civil heavy jet aircraft (Airbus 330-

300), 332 operations by civil medium jet aircraft (such as Airbus 320, Boeing 737 and

Hawker 400), 20 operations by civil medium propeller aircraft (Metroliner, Beechcraft 1900,

Dornier 328 and Bombardier Dash8), 73 operations by civil light aircraft, 3 operations by civil

helicopter aircraft and 13 unknown aircraft operations. Between 0600 h and 0700 h, there

were a significant number of scheduled civil airline operations and 20 unknown aircraft

operations.


Airbus 330-300, 1 Boeing 737, 2 C-130 Hercules, 1 Boeing KC-135, 3 P3 Orion) and there

were 445 aircraft operations undertaken by civil aircraft during March 2011. Additionally,

there were 87 aircraft operations by unknown aircraft in the evening period between 1900 h

and 2400 h during March 2011.


Annex C

Community Exposure to Aircraft Noise


BLANK PAGE

C1


Community Exposure to Aircraft Noise

LAeq Aircraft Noise Events

Tables C1 to C3 detail the 24 Hour LAeq for aircraft noise events for each day of the quarter

at each of the ten community-based NMT locations. Table C1 details the daily LAeq

contribution from aircraft noise events at each of the community-based NMT locations over

the 24 hour period for each day of January 2011.

Table C1 – 24 Hour LAeq Aircraft Noise for January 2011

Day of

Month

Berrimah Farm

NMT

Karama

Primary School

NMT

Jingili Primary

School NMT

Ludmilla

Primary School

NMT

1 39.8 24.7 24.7 0.0

2 37.4 28.9 39.4 0.0

3 44.6 0.0 36.0 34.1

4 38.2 36.7 41.3 33.8

5 48.3 34.6 27.9 34.5

6 41.4 45.0 37.5 39.6

7 39.1 31.3 10.7 45.8

8 40.1 37.6 31.8 47.1

9 35.3 33.7 34.0 30.7

10 41.3 35.5 31.8 33.1

11 40.9 46.6 42.3 53.5

12 44.1 39.7 43.2 48.5

13 37.8 41.4 35.1 37.2

14 39.8 31.7 36.2 34.7

15 36.4 24.8 32.4 40.3

16 40.4 30.3 38.8 46.5

17 39.5 38.7 34.0 42.1

18 48.9 30.6 39.5 46.1

19 48.3 32.0 36.3 45.4

20 44.0 29.2 22.4 47.3

21 43.2 30.9 26.5 36.0

22 40.8 33.4 26.5 34.0

23 42.8 29.3 33.5 35.3

24 42.3 36.0 33.1 38.1

25 47.1 40.0 32.3 34.8

26 42.1 34.1 33.6 38.7

27 46.6 47.3 44.8 35.8

28 39.8 34.2 37.0 39.4

29 40.1 36.5 32.1 36.5

30 40.0 0.0 9.6 31.2

31 41.0 32.6 32.4 32.5

The logarithmic average of the LAeq aircraft noise events at each of the community-based

NMT locations for the month of January 2011 are as follows:

Berrimah Farm NMT 43.1 dB(A)

Karama Primary School NMT 38.5 dB(A)

Jingili Primary School NMT 37.0 dB(A)

Ludmilla Primary School NMT 43.3 dB(A)

C2


Table C2 details the daily LAeq contribution from aircraft noise events at each of the

community-based NMT locations over the 24 hour period for each day of February 2011.

Table C2 – 24 Hour LAeq Aircraft Noise Events for February 2011

Day of

Month

Berrimah Farm

NMT

Karama

Primary

School NMT

Jingili Primary

School NMT

Ludmilla

Primary

School NMT

1 42.1 40.1 30.1 26.6

2 44.6 37.6 36.2 29.6

3 40.5 34.5 36.1 32.1

4 35.8 36.7 37.4 36.5

5 37.9 49.4 43.1 43.2

6 29.1 0.0 30.2 26.7

7 0 37.4 36.1 38.9

8 45.4 34.2 45.4 32.1

9 43.8 40.9 36.6 43.6

10 41.7 43.2 40.6 48.6

11 45.4 38.6 52.6 41.7

12 43.0 35.9 30.8 32.2

13 43.6 34.2 30.8 34.6

14 46.8 32.8 38.0 36.3

15 51.4 0.0 49.1 53.9

16 0.0 0.0 26.6 37.3

17 39.2 22.1 27.5 37.3

18 38.2 27.9 35.6 43.9

19 37.1 36.7 37.7 39.0

20 38.9 40.9 35.8 33.8

21 41.8 37.5 36.4 32.1

22 50.1 44.2 43.4 47.2

23 44.1 32.7 39.4 36.4

24 41.5 20.2 35.6 38.9

25 42.2 35.0 49.7 40.1

26 37.5 27.7 31.2 42.5

27 38.0 36.7 36.0 35.7

28 54.1 43.0 37.6 46.8


NMT locations for the month of February 2011 are as follows:





C3


Table C3 details the daily LAeq contribution from aircraft noise events at each of the

community-based NMT locations over the 24 hour period for each day of March 2011.

Table C3 – 24 Hour LAeq Aircraft Noise for March 2011

Day of

Month

Berrimah Farm

NMT

Karama Primary

School NMT

Jingili Primary

School NMT

Ludmilla

Primary School

NMT

1 39.2 38.6 38.4 0.0

2 37.4 40.2 40.1 37.9

3 36.5 35.7 33.4 32.1

4 39.0 37.5 45.0 34.1

5 36.2 37.5 50.3 30.0

6 33.8 35.7 32.8 35.8

7 40.2 51.4 36.3 48.8

8 40.3 41.7 40.6 48.6

9 36.8 49.6 47.9 41.5

10 36.8 41.8 42.6 44.5

11 56.1 40.8 52.5 48.8

12 37.7 31.6 31.3 43.7

13 39.4 27.3 32.4 50.5

14 36.5 42.4 39.0 51.1

15 45.4 41.9 36.3 56.1

16 45.0 37.8 36.5 38.9

17 35.9 42.6 38.8 30.4

18 39.7 32.2 37.0 38.8

19 38.0 37.0 26.2 33.7

20 42.0 41.3 36.7 32.7

21 38.8 35.2 43.7 42.7

22 38.9 40.7 37.8 34.5

23 37.5 41.2 34.9 30.5

24 46.7 37.7 39.9 39.4

25 43.9 44.2 49.7 35.8

26 39.9 35.5 22.7 41.7

27 45.9 39.7 32.5 46.2

28 45.1 40.0 36.5 0.0

29 45.1 46.9 44.5 38.0

30 43.7 37.6 38.3 33.6

31 44.5 43.4 36.6 37.3


NMT locations for the month of March 2011 are as follows:





C4


Maximum Aircraft Noise Events

Tables C4 to C13 detail the range of maximum noise levels recorded by the DAR NFPMS at

each of the ten community-based NMT locations. The average LAmax value is the arithmetic

average of all the recorded aircraft noise events. The tables show noise events for aircraft that

are based at RAAF Base Darwin or regularly operate from RAAF Base Darwin.

The Standard Deviation of a data set is defined as the square root of the variance. It is a

widely used parameter for the variability or dispersion of data points from the mean

(arithmetic average). A low standard deviation indicates that the data points tend to be very

close together, whereas a high standard deviation indicates that the data points are spread over

a large range of values.

AS2021-2000 specifies for the purpose of noise control the use of the “Aircraft noise level” –

the average maximum noise level which is determined for each aircraft type on the specific

flight mode or track relevant to the receiver location. The NFPMS report does not provide

“Aircraft noise levels” as defined in AS2021-2000.

C5


Berrimah Farm NMT

Table C4 summarizes the maximum aircraft noise events recorded by the DAR NFPMS for

Berrimah Farm NMT for the Quarter 1 2011 reporting period.

Table C4 – Maximum Aircraft Noise Events – Berrimah Farm NMT

Aircraft Operation RWY LAmax

Low

LAmax

High

LAmax

Average

Standard

Deviation

No of

Records

F16 Departure 29 85.7 85.7 85.7 - 1

B737 Arrival 29 54.4 76.8 59.3 3.3 195

B737 Departure 11 63.8 75.3 66.9 2.1 100

C17 Arrival 29 64.8 64.8 64.8 - 1

C17 Departure 11 73.4 73.4 73.4 - 1

C130/-30J Arrival 29 59.1 60.8 60.0 1.2 2

C130/-30J Departure 11 63.6 66.4 64.8 1.4 4

P3 Arrival 29 57.1 76.2 62.4 4.5 24

P3 Departure 11 63.2 72.8 67.1 3.3 9

P3 Circuit 29 57.8 85.3 66.1 7.6 15

A330-300 Departure 11 68.0 68.0 68.0 - 1

A340-300 Arrival 29 55.0 61.9 58.0 2.0 15

A340-300 Departure 11 67.4 74.0 69.7 1.9 10

B767-300 Arrival 29 62.0 70.7 65.7 3.8 6

B767-300 Departure 11 66.9 70.6 68.5 1.1 10

A320 Arrival 29 52.7 80.2 57.2 3.4 377

A320 Departure 11 58.2 73.5 65.4 1.9 197

A320 Circuit 29 60.4 60.4 60.4 - 1

A340 Arrival 29 55.0 61.9 58.0 2.0 15

A340 Departure 11 67.4 74.0 69.7 1.9 10

B712 Arrival 29 53.0 71.2 57.3 4.2 78

B712 Departure 11 61.3 67.6 63.5 1.3 51

B712 Circuit 29 70.3 70.3 70.3 - 1

E170/190 Arrival 29 53.9 72.1 60.9 4.5 39

E170/190 Departure 11 61.9 73.2 65.5 2.7 56

LearJet 35/45 Arrival 29 62.4 78.1 70.3 11.1 2

LearJet 35/45 Departure 11 59.3 64.4 61.9 3.6 2

B190 Arrival 29 54.4 87.4 62.4 5.1 82

B190 Departure 11 54.6 70.5 65.0 3.3 21

Dash 8 Arrival 29 53.4 72.5 59.6 4.7 54

Dash 8 Departure 11 62.1 62.1 62.1 - 1

Metroliner Arrival 29 53.7 74.9 61.9 5.7 57

Metroliner Arrival 36 69.3 69.3 69.3 - 1

Metroliner Departure 11 55.8 72.7 66.1 3.1 51

Metroliner Departure 29 68.1 68.1 68.1 - 1

Metroliner Circuit 11 64.3 64.3 64.3 - 1

SAAB 340 Arrival 29 56.9 69.5 61.6 5.8 6

SAAB 340 Departure 11 64.3 68.6 66.5 3.0 2

Unknown Arrival 29 52.9 88.2 64.9 7.1 73

Unknown Arrival H 53.3 73.9 62.0 6.9 9

Unknown Departure 11 56.9 72.2 66.0 3.4 32

Unknown Departure H 60.7 72.1 65.1 4.9 4

Unknown Departure 29 67.0 67.0 67.0 - 1

Unknown Circuit 29 53.6 87.5 65.6 6.3 179

Unknown Circuit H 59.8 79.6 69.1 6.8 10

Unknown Circuit 11 57.5 70.9 64.9 5.2 7

Unknown Circuit 36 59.7 73.0 65.9 6.7 3

C6


Karama Primary School NMT


Karama Primary School NMT for the Quarter 1 2011 reporting period.

Table C5 – Maximum Aircraft Noise Events – Karama Primary School NMT


Low

LAmax

High

LAmax

Average

Standard

Deviation

No of

Records

B737 Departure 29 64.5 64.5 64.5 - 1

B737 Departure 11 53.8 56.0 54.9 1.6 2

P3 Circuit 11 71.1 71.1 71.1 - 1

P3 Circuit 29 70.6 83.5 76.1 5.8 4

A340-300 Departure 11 54.1 54.1 54.1 - 1

A320 Arrival 29 54.6 77.7 66.6 10.1 4

A320 Departure 11 56.5 60.2 58.4 1.4 6

A320 Departure 29 56.2 56.2 56.2 - 1

B712 Arrival 29 70.0 75.1 72.6 3.6 2

B712 Departure 11 71.1 71.1 71.1 - 1

E170/190 Departure 29 62.1 62.1 62.1 - 1

LearJet 35/45 Arrival 29 67.9 67.9 67.9 - 1

B190 Arrival 29 62.4 79.0 72.6 5.7 7

B190 Arrival 11 66.8 66.8 66.8 - 1

B190 Departure 11 64.1 64.1 64.1 - 1

B190 Circuit 11 65.2 65.2 65.2 - 1

B190 Circuit 29 69.5 75.3 72.4 4.1 2

Dash 8 Arrival 11 60.5 60.5 60.5 - 1

Dash Arrival 29 65.0 74.1 70.5 4.8 3



Unknown Arrival 29 62.9 79.3 70.2 4.4 70





Unknown Circuit 11 62.9 72.0 67.7 3.8 6

Unknown Circuit 29 53.4 80.8 70.7 5.8 82

Unknown Circuit 18 74.0 74.0 74.0 - 1


C7


Jingili Primary School NMT


Jingili Primary School NMT for the Quarter 1 2011 reporting period.

Table C6 – Maximum Aircraft Noise Events – Jingili Primary School NMT


Low

LAmax

High

LAmax

Average

Standard

Deviation

No of

Records

F16 Departure 29 76.5 76.5 76.5 - 1

B737 Departure 11 64.8 64.8 64.8 - 1

B737 Departure 29 51.5 85.2 61.8 8.5 20

C130/-30J Departure 29 66.6 66.6 66.6 - 1

P3 Circuit 11 67.4 67.4 67.4 - 1

P3 Circuit 29 69.4 79.0 75.4 4.2 4

A340-300 Departure 29 52.2 59.0 55.6 4.8 2

B767-300 Departure 29 70.3 79.1 74.7 6.2 2

A320 Arrival 11 50.4 54.2 52.0 1.6 4

A320 Arrival 29 53.7 53.7 53.7 - 1

A320 Departure 11 57.5 57.5 57.5 - 1

A320 Departure 29 51.3 71.6 56.6 5.4 37

B712 Arrival 11 85.6 85.6 85.6 - 1

B712 Departure 29 58.0 67.2 61.5 3.5 5

E170/190 Departure 11 52.1 52.1 52.1 - 1

E170/190 Departure 29 52.8 67.9 60.0 6.3 8

B190 Arrival 11 64.7 64.7 64.7 - 1

B190 Arrival 18 72.5 72.5 72.5 - 1

B190 Departure 29 53.1 75.9 65.0 5.9 11

B190 Circuit 11 74.1 74.1 74.1 - 1

Dash 8 Arrival 11 67.0 67.0 67.0 - 1

Dash 8 Arrival 18 71.9 73.0 72.5 0.8 2

Dash 8 Arrival 29 74.3 74.3 74.3 - 1

Dash 8 Departure 29 70.2 70.2 70.2 - 1




Metroliner Circuit 36 64.1 64.1 64.1 - 1

SAAB 340 Departure 29 64.1 64.1 64.1 - 1

Unknown Arrival 11 64.6 79.7 73.9 8.1 3

Unknown Arrival 18 63.6 80.6 69.6 4.1 42

Unknown Arrival 29 68.6 85.1 74.6 9.1 3







Unknown Circuit 11 64.3 72.9 70.1 3.2 8

Unknown Circuit 18 64.4 76.8 70.8 6.2 3

Unknown Circuit 29 52.7 79.9 69.0 5.2 79


C8


Ludmilla Primary School NMT


Ludmilla Primary School NMT for the Quarter 1 2011 reporting period.

Table C7 – Maximum Aircraft Noise Events – Ludmilla Primary School NMT


Low

LAmax

High

LAmax

Average

Standard

Deviation

No of

Records

F16 Departure 29 71.3 79.8 75.0 4.3 3

B737 Departure 29 59.7 72.7 64.2 3.2 79

C17 Departure 29 67.3 67.3 67.3 - 1

P3 Arrival 29 68.2 68.2 68.2 - 1

P3 Departure 29 70.0 70.0 70.0 - 1

P3 Circuit 29 69.4 70.7 70.2 0.7 3

A340-300 Departure 29 59.8 70.3 64.3 3.4 9

B767-300 Departure 29 66.9 70.6 68.7 1.3 6

B767-300 Circuit 29 66.4 66.4 66.4 - 1

B747-400 Departure 29 67.9 68.0 68.0 0.1 2

A320 Arrival 11 61.8 65.2 63.6 1.7 3

A320 Arrival 29 69.1 69.1 69.1 - 1

A320 Departure 11 63.6 63.6 63.6 - 1

A320 Departure 29 58.7 80.7 65.1 4.1 105

A320 Circuit 29 63.3 73.9 68.6 7.5 2

B712 Arrival 29 64.8 64.8 64.8 - 1

B712 Departure 29 63.4 77.4 68.9 5.0 8

E170/190 Departure 11 62.9 66.9 65.2 2.1 3

E170/190 Departure 29 60.8 68.9 64.0 2.4 15

B190 Arrival 11 70.8 70.8 70.8 - 1

B190 Departure 29 60.0 80.4 69.7 6.2 8

B190 Circuit 11 64.2 73.0 68.6 6.2 2

Dash 8 Arrival 11 71.6 71.6 71.6 - 1

Dash 8 Arrival 36 67.6 67.6 67.6 - 1

Dash 8 Departure 11 74.7 74.7 74.7 - 1

Dash 8 Departure 29 67.8 74.7 71.3 4.9 2





SAAB 340 Departure 29 66.3 67.1 66.7 0.6 2

Unknown Arrival 11 66.0 73.8 69.2 2.5 10

Unknown Arrival 18 65.7 65.7 65.7 - 1

Unknown Arrival 29 69.7 69.7 69.7 - 1

Unknown Arrival 36 65.1 76.4 68.9 5.1 4







Unknown Circuit 11 66.8 69.8 68.1 1.1 6

Unknown Circuit 29 61.6 89.2 70.4 5.0 83

Unknown Circuit 36 65.6 79.6 71.4 5.7 5


Documents

Department of Defence - NOISE AND FLIGHT PATH ......Q4 2010 Report TABLE OF CONTENTS PAGE Executive Summary v 1. INTRODUCTION 1 1.1 RAAF Base Darwin Noise and Flight Path Monitoring